Methods and systems for coolant system

ABSTRACT

Methods and systems are provided for controlling coolant flow through parallel branches of a coolant circuit including an AC condenser and a charge air cooler. Flow is apportioned responsive to an AC head pressure and a CAC temperature to reduce parasitic losses and improve fuel economy. The flow is apportioned via adjustments to a coolant pump output and a proportioning valve.

FIELD

The present application relates to methods and systems for controlling aflow of coolant through multiple engine components.

BACKGROUND AND SUMMARY

Vehicle systems may include multiple coolant loops for circulatingcoolant through distinct sets of engine components. The coolant flow mayabsorb heat from some components (thereby expediting cooling of thosecomponents) and transfer the heat to other components (therebyexpediting heating of those components). For example, a high temperaturecoolant loop may circulate coolant through an engine to absorb wasteengine heat. The coolant may also receive heat rejected from one or moreof an EGR cooler, an exhaust manifold cooler, a turbocharger cooler, anda transmission oil cooler. Heat from the heated coolant may betransferred to a heater core (for heating a vehicle cabin), and/ordissipated to the atmosphere upon passage through a radiator including afan. As another example, a low temperature coolant loop may circulatecoolant through a charge air cooler. When required (such as when cabinair conditioning is requested), coolant in the low temperature loop maybe additionally pumped through the condenser of an air conditioning (AC)system to absorb heat rejected at the condenser by a refrigerant of theAC system. Heat from the heated coolant may be dissipated to theatmosphere upon passage through another radiator including a fan. Oneexample of such a vehicle coolant system is shown by Ulrey et al. inUS20150047374. Another example coolant system is shown by Isermeyer etal. in US20150040874. Therein a heat exchanger enables heat exchangebetween a charge air cooling coolant circuit and a refrigerant circuitof the condenser.

However, the inventors herein have identified potential issues with suchcoolant systems. As one example, in vehicle systems where the AC systemis configured to provide maximum cooling at all times, fuel economy maybe lost due to the need to operate the coolant pump continuously. Inaddition, the pump may suffer from excess wear resulting in warrantyissues. Even during steady-state conditions, the pump output may behigher than required. On the other hand, if the pump is selectivelydeactivated when there is no AC demand, then there may be delays indelivering cabin cooling when AC is subsequently demanded. Inparticular, there may be a delay incurred in operating the pump andproviding the required coolant flow through the AC condenser to meet thecooling demand.

Another potential issue is the position of the AC system with relationto other under-hood components. In embodiments where the AC condenserhas a dedicated refrigerant circuit, such as in the approach of '874,the AC condenser is positioned at the front end of the vehicle, in frontof other under-hood components, allowing a larger portion of vehiclecooling air to be directed to the condenser. However in approaches wherethe AC condenser shares coolant with other components, the AC condensermay need to be moved further away from the front end of the vehicle, forexample to make space for the radiator of a high temperature coolantcircuit. At the new location, the condenser may receive a smallerportion of the vehicle cooling air, thereby increasing the reliance onthe coolant pump. Also, the under-hood temperature may vary from asteady-state temperature, requiring additional coolant to be pumped tocarry away the under-hood heat and operate the AC system at equilibrium.

Still another potential issue in embodiments where the coolant is sharedbetween the condenser and other engine components (such as a charge aircooler) is that during conditions when both AC demand is high and enginecooling demand is high, it may not be possible to meet both demands. Asa result, one or both of the cooling demands may remain compromised.

In one example, the above issues may be addressed by a method foroperating a vehicle air conditioning system, comprising: in response toeach of a cabin cooling demand and an engine cooling demand being higherthan a threshold, adjusting coolant flow through each of anair-conditioning (AC) condenser and a charge air cooler (CAC) of acoolant circuit, in parallel, to meet the engine cooling demand andcabin cooling demand, the coolant flow adjusted based on an AC headpressure and further based on CAC outlet temperature. In this way,coolant flow may be better apportioned between components of the coolantcircuit based on demand and performance, thereby enabling the coolingdemands of all the components to be met.

As an example, each of a condenser of an AC system and a CAC may becoupled to distinct branches of a coolant circuit downstream of aproportioning valve, coolant directed into the circuit via a coolantpump. The condenser may be further coupled to a refrigerant circuit ofthe AC system, while the coolant circuit may be further coupled to anoil circuit of a transmission at a transmission oil cooler. The ACcondenser may be positioned towards a rear end of the under-hood area.During vehicle operation, as driver demand and cabin cooling demandchanges, the apportioning of coolant flow to each branch may be varied.For example, when cabin cooling is demanded, a desired coolanttemperature is determined. Then, by referring a 2D map or model thatmaps a relationship between the coolant flow rate, the desired coolanttemperature, and an AC head pressure, taking into account parasiticlosses, a target coolant flow rate through the AC condenser may bedetermined (as the point of minima of the asymptote of the 2D map). Inparticular, there may be a coolant flow rate above which the change incoolant temperature is not significant due to an increase in parasiticlosses at the CAC. This coolant flow rate may be set as the desiredcoolant flow rate through the AC loop. In addition, a correspondingreference AC head pressure may be determined. The desired coolant flowrate is then provided in a feed-forward manner via a combination of pumpoutput adjustment and proportioning valve adjustment while taking intoaccount constraints of other loops and other system components. Based onfeedback regarding an error between the actual AC head pressure and thereference AC head pressure, the flow may be further adjusted. Forexample, if the AC is working harder than expected, coolant flow throughthe AC loop may be increased by increasing the opening of the valvetowards the AC loop. The coolant flow rate through the AC condenser maybe continually varied as AC operating conditions change and affect AChead pressure. During conditions when no cabin cooling is demanded, aminimum coolant flow rate may be determined to provide a coolanttemperature that is determined based on the ambient temperature. Duringconditions when both cabin cooling demand and engine cooling demand isrequested, and both demands are saturated, a calibrated fixed,calibrated coolant flow rate may be provided through both the ACcondenser and the CAC.

In this way, coolant flow may be apportioned to different components tomeet their cooling demands in a fuel efficient manner. By maintaining aminimum coolant flow rate through the AC condenser even when no cabincooling is demanded, delays in delivering cabin cooling when cabincooling is subsequently demanded are reduced. In particular, responsiveto a sudden increase in cabin cooling demand, the pump output and theproportioning valve position may be varied to rapidly provide therequired coolant flow through the AC condenser to meet the coolingdemand. Further, during conditions when both cabin cooling demand andengine cooling demand is elevated, by providing a fixed coolant flowratio through the distinct components, it may be possible to meet bothdemands without compromising any one demand. The technical effect ofsharing coolant between various components having distinct coolingdemands is that the need for additional cooling components, such asradiators and fans is reduced. This allows the AC components to beplaced in a rearward location of the under-hood area which reduceswarranty issues without compromising cooling abilities. Overall, enginecooling performance is improved.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an example embodiment of a boosted engine system.

FIG. 2 shows an example embodiment of a coolant system coupled to theengine system of FIG. 1.

FIG. 3 shows a state diagram depicting the different operating modes ofthe coolant system.

FIG. 4 shows a high level flow chart illustrating a routine that may beimplemented for operating the coolant system based on cooling demand andengine operating conditions.

FIG. 5 shows a high level flow chart illustrating a routine that may beimplemented for apportioning coolant flow between different enginecomponents.

FIGS. 6A-6B show example maps depicting the relationship between coolantpump output, AC head pressure, and coolant flow rate.

FIG. 7 shows a high level flow chart illustrating a routine that may beimplemented for diagnosing AC system degradation.

FIG. 8 shows a high level flow chart illustrating a routine that may beimplemented for adjusting coolant flow through a TOC based on torqueconverter slip.

FIGS. 9-12 show example adjustments of coolant pump output and coolantflow apportioning between an AC and a charge air cooler of a coolantsystem responsive to change in cooling demands and engine operatingconditions.

DETAILED DESCRIPTION

Methods and systems are provided for improving the performance ofcomponents cooled by an engine coolant system, such as the coolantsystem of FIG. 2 coupled to the engine system of FIG. 1. The coolantsystem may be operated in one of a plurality of operating states, thecoolant system transitioned between the different states responsive toengine operating conditions and changes in cooling demand (as shown atFIG. 3). An engine controller may be configured to perform a controlroutine, such as the example routine of FIGS. 4-5, to coordinateadjustments to a coolant pump output and the position of a proportioningvalve to vary a flow of coolant through the various components of thecoolant system to meet cooling demand with reduced parasitic losses. Forexample, the controller may refer to a map, such as the example maps ofFIGS. 6A-6B, to determine a pump output and a coolant flow rate whereair conditioning performance is optimized. In addition, the controllermay adjust the proportion of coolant flowed through a transmission oilcooler in the coolant loop based on torque converter slip. Exampleadjustments are shown with reference to FIGS. 9-12. In addition, thecontroller may use differences between an expected AC head pressure andan actual AC head pressure to diagnose AC system degradation, asdescribed with reference to FIG. 7.

FIG. 1 schematically shows aspects of an example engine system 100including an engine 10. In the depicted embodiment, engine 10 is aboosted engine coupled to a turbocharger 13 including a compressor 114driven by a turbine 116. Specifically, fresh air is introduced alongintake passage 42 into engine 10 via air cleaner 112 and flows tocompressor 114. The compressor may be any suitable intake-aircompressor, such as a motor-driven or driveshaft driven superchargercompressor. In engine system 10, however, the compressor is aturbocharger compressor mechanically coupled to turbine 116 via a shaft19, the turbine 116 driven by expanding engine exhaust. In oneembodiment, the compressor and turbine may be coupled within a twinscroll turbocharger. In another embodiment, the turbocharger may be avariable geometry turbocharger (VGT), where turbine geometry is activelyvaried as a function of engine speed.

As shown in FIG. 1, compressor 114 is coupled, through charge-air cooler(CAC) 18 (herein also referred to as an intercooler) to throttle valve20. Throttle valve 20 is coupled to engine intake manifold 22. From thecompressor, the compressed air charge flows through the charge-aircooler 18 and the throttle valve to the intake manifold. The charge-aircooler may be an air-to-air heat exchanger, for example. A detaileddescription of the cooling circuit coupled to the CAC is provided belowwith reference to FIG. 2. In the embodiment shown in FIG. 1, thepressure of the air charge within the intake manifold is sensed bymanifold air pressure (MAP) sensor 124. Since flow through thecompressor can heat the compressed air, a downstream CAC 18 is providedso that boosted intake aircharge can be cooled prior to delivery to theengine intake.

One or more sensors may be coupled to an inlet of compressor 114. Forexample, a temperature sensor 55 may be coupled to the inlet forestimating a compressor inlet temperature, and a pressure sensor 56 maybe coupled to the inlet for estimating a compressor inlet pressure. Asanother example, a humidity sensor 57 may be coupled to the inlet forestimating a humidity of aircharge entering the compressor. Still othersensors may include, for example, air-fuel ratio sensors, etc. In otherexamples, one or more of the compressor inlet conditions (such ashumidity, temperature, pressure, etc.) may be inferred based on engineoperating conditions. In addition, when EGR is enabled, the sensors mayestimate a temperature, pressure, humidity, and air-fuel ratio of theaircharge mixture including fresh air, recirculated compressed air, andexhaust residuals received at the compressor inlet.

Engine system 100 may further include an air conditioning (AC) system82, for example, as part of a vehicle HVAC system 84. The AC system 82may include various components such as a compressor for pumpingrefrigerant, an evaporator for evaporating refrigerant, a condenser forcondensing refrigerant, and various temperature sensors. The AC systemmay be engaged or operated in response to an operator request forvehicle cabin cooling, dehumidification of cabin air, and/or fordefrosting. As elaborated herein, when the AC system is engaged, heatgenerated by AC system operation (specifically at the AC systemcondenser) may be rejected into a (first) coolant-based cooling circuitcoupled to the CAC, the HVAC system, and a radiator, the first coolingcircuit not coupled to the engine manifold, cylinder head, or an EGRcooler. In particular, the condenser may be used to reject the heat,while the AC evaporator absorbs the heat that is generated due to ACoperation. Overall, the AC system transforms heat into work(Q_evap+W_mech). The exhaust manifold, cylinder head, and EGR cooler maybe coupled to another coolant-based cooling circuit (e.g., another hightemperature coolant circuit) instead. Additionally, the engine oil maybe cooled and warmed by the high temperature coolant circuit. Byadjusting the output of a pump of the first cooling circuit as well as aproportioning valve, coolant flow through the AC system and the CAC maybe apportioned based on their cooling demands with reduced parasiticlosses to the system and improved fuel economy. In addition, coolingcircuit and CAC temperature control may be expedited while reducingoverheating. In particular, an AC head pressure is determined for the ACsystem the AC head pressure being a pressure of the AC system at alocation downstream of the AC compressor and upstream of an expansionvalve. As such, this is a pressure on the “high side” of the AC system,located after the compressor and generally prior to the condenser. Aselaborated herein, the AC head pressure is used in the control of theair cooled AC system for clutch, variable displacement compressor, andfan control.

Intake manifold 22 is coupled to a series of combustion chambers 30through a series of intake valves (not shown). The combustion chambersare further coupled to exhaust manifold 36 via a series of exhaustvalves (not shown). In the depicted embodiment, a single exhaustmanifold 36 is shown. However, in other embodiments, the exhaustmanifold may include a plurality of exhaust manifold sections.Configurations having a plurality of exhaust manifold sections mayenable effluent from different combustion chambers to be directed todifferent locations in the engine system.

In one embodiment, each of the exhaust and intake valves may beelectronically actuated or controlled. In another embodiment, each ofthe exhaust and intake valves may be cam actuated or controlled. Whetherelectronically actuated or cam actuated, the timing of exhaust andintake valve opening and closure may be adjusted as needed for desiredcombustion and emissions-control performance.

Combustion chambers 30 may be supplied one or more fuels, such asgasoline, alcohol fuel blends, diesel, biodiesel, compressed naturalgas, etc., via injector 66. Fuel may be supplied to the combustionchambers via direct injection, port injection, throttle valve-bodyinjection, or any combination thereof. In the combustion chambers,combustion may be initiated via spark ignition and/or compressionignition.

As shown in FIG. 1, exhaust from the one or more exhaust manifoldsections is directed to turbine 116 to drive the turbine. When reducedturbine torque is desired, some exhaust may be directed instead throughwastegate 90, bypassing the turbine. In particular, wastegate actuator92 may be actuated open to dump at least some exhaust pressure fromupstream of the turbine 116 to a location downstream of the turbine viawastegate 90. By reducing exhaust pressure upstream of the turbine,turbine speed can be reduced, which in turn helps in boost control. Thecombined flow from the turbine and the wastegate then flows throughemission control 170. In general, one or more emission control devices170 may include one or more exhaust after-treatment catalysts configuredto catalytically treat the exhaust flow, and thereby reduce an amount ofone or more substances in the exhaust flow. For example, one exhaustafter-treatment catalyst may be configured to trap NO, from the exhaustflow when the exhaust flow is lean, and to reduce the trapped NO, whenthe exhaust flow is rich. In other examples, an exhaust after-treatmentcatalyst may be configured to disproportionate NO, or to selectivelyreduce NO, with the aid of a reducing agent. In still other examples, anexhaust after-treatment catalyst may be configured to oxidize residualhydrocarbons and/or carbon monoxide in the exhaust flow. Differentexhaust after-treatment catalysts having any such functionality may bearranged in wash coats or elsewhere in the exhaust after-treatmentstages, either separately or together. In some embodiments, the exhaustafter-treatment stages may include a regeneratable soot filterconfigured to trap and oxidize soot particles in the exhaust flow.

All or part of the treated exhaust from emission control 170 may bereleased into the atmosphere via exhaust conduit 35. Depending onoperating conditions, however, a portion of the exhaust residuals may bediverted instead to EGR passage 50, through EGR cooler 51 and EGR valve52, to the inlet of compressor 114. As such, EGR passage 50 couples theengine exhaust manifold, downstream of the turbine 116, with the engineintake manifold, upstream of compressor 114.

EGR valve 52 may be opened to admit a controlled amount of cooledexhaust gas to the compressor inlet for desirable combustion andemissions-control performance. In this way, engine system 10 is adaptedto provide external, low-pressure (LP) EGR by tapping exhaust gas fromdownstream of turbine 116. EGR valve 52 may also be configured as acontinuously variable valve. In an alternate example, however, EGR valve52 may be configured as an on/off valve. The rotation of the compressor,in addition to the relatively long LP-EGR flow path in engine system 10,provides excellent homogenization of the exhaust gas into the intake aircharge. Further, the disposition of EGR take-off and mixing pointsprovides very effective cooling of the exhaust gas for increasedavailable EGR mass and improved performance. In further embodiments, theengine system may further include a high pressure EGR flow path whereinexhaust gas is drawn from upstream of turbine 116 and recirculated tothe engine intake manifold, downstream of compressor 114.

EGR cooler 51 may be coupled to EGR passage 50 for cooling EGR deliveredto the compressor. In addition, one or more sensors may be coupled toEGR passage 50 for providing details regarding the composition andcondition of the EGR. For example, a temperature sensor may be providedfor determining a temperature of the EGR, a pressure sensor may beprovided for determining a temperature of the EGR, a humidity sensor maybe provided for determining a humidity or water content of the EGR, andan air-fuel ratio sensor 54 may be provided for estimating an air-fuelratio of the EGR. Alternatively, EGR conditions may be inferred by theone or more temperature, pressure, humidity and air-fuel ratio sensors55-57 coupled to the compressor inlet. An opening of the EGR valve maybe adjusted based on the engine operating conditions and the EGRconditions to provide a desired amount of engine dilution.

Engine system 100 may further include control system 14. Control system14 is shown receiving information from a plurality of sensors 16(various examples of which are described herein) and sending controlsignals to a plurality of actuators 81 (various examples of which aredescribed herein). As one example, sensors 16 may include exhaust gassensor 126 located upstream of the emission control device, MAP sensor124, exhaust temperature sensor 128, exhaust pressure sensor 129,compressor inlet temperature sensor 55, compressor inlet pressure sensor56, compressor inlet humidity sensor 57, and EGR sensor 54. Othersensors such as additional pressure, temperature, air/fuel ratio, andcomposition sensors may be coupled to various locations in engine system100. The actuators 81 may include, for example, throttle 20, EGR valve52, a compressor recirculation valve, wastegate 92, and fuel injector66. The control system 14 may include a controller 12. The controllermay receive input data from the various sensors, process the input data,and trigger various actuators in response to the processed input databased on instruction or code programmed therein corresponding to one ormore routines. Example control routines are described herein with regardto FIGS. 4, 5, and 7.

Now turning to FIG. 2, an example cooling system 200 coupled to theengine of FIG. 1 is shown. As such, the engine may be coupled to apassenger vehicle or other road vehicle. The cooling system enablesdefrost heat recovered from operation in a defrost mode to be passed onto a CAC so as to expedite engine heating. Specifically, flow throughthe warmed CAC is used to restrict coolant cooling, allowing the airfrom the compressor which is already hot and conduction/convection fromthe engine to warm the air, improving engine performance during coldconditions.

Coolant system 200 includes a first coolant circuit or loop 202 and asecond coolant circuit or loop 204, each coupled to different sets ofengine system components. First coolant circuit 202 constitutes a lowtemperature coolant loop including low temperature (LT) radiator 206 andassociated fan 207, coolant pump 208, a water-air charge air cooler(CAC) 210, and AC system condenser 260. Coolant pump 208 may be avariable output electric pump driven by an electric motor. First coolantcircuit 202 further includes a proportioning valve 250 which in thedepicted example is configured as a three-way valve. In addition, atransmission oil cooler (TOC) 220 is coupled to the first coolantcircuit. AC system condenser 260 may be coupled to air conditioningsystem 270 that is part of a larger vehicle HVAC system (such as the ACsystem of FIG. 1). The AC system 270 may include a refrigerant circuit272 that circulates refrigerant through the AC system to provide coolingvia the compression and expansion cycles of the refrigerant, therefrigerant circuit 270 interfacing with the coolant circuit at thecondenser 260. The refrigerant circuit may include a thermal expansionvalve 272, an AC clutch 274, and an AC compressor 276. The expansionvalve is configured to control the amount of refrigerant that flows intothe condenser, thereby controlling the superheat at the outlet of theevaporator. The thermal expansion valve thereby functions as a meteringdevice of the AC system. The AC clutch is configured to control the flowof refrigerant from the AC compressor. In this way, each of refrigerantand coolant may circulate through the AC condenser.

TOC 220 includes cooler and a heater for regulating a temperature oftransmission oil flowing there-through. A transmission oil circuit 280may be coupled to each of first coolant loop 202 and second coolant loop204 at the TOC. The transmission oil circuit 280 flows oil drawn fromoil sump 282 through a transmission 284. A temperature sensor 286coupled to the transmission circuit, such as at the oil sump, providesan estimate of the transmission oil temperature (TOT) to controller 12.TOT may be used as an input by controller 12 to vary the output of pump208 and also vary the apportioning of coolant via adjustments to theposition of proportioning valve 250. By exchanging heat with coolantcircuits 202, 204, a temperature of oil at the transmission can bemaintained within a threshold, optimizing transmission performance. Theheat dissipated into the oil at the transmission can be advantageouslyused for engine heating. Likewise, heat dissipated into the coolantcircuit via the engine can be advantageously used to warm thetransmission oil, and thereby heat the engine.

During conditions when there is a cooling demand at the AC condenser(such as when the AC system is engaged during a request for cabincooling or defrosting), or a cooling demand at the CAC (such as when theengine intake compressor is operating), or a cooling demand at thetransmission oil cooler (TOC) (such as when the temperature oftransmission oil is higher than a threshold), coolant pump 208 may beoperated to flow coolant into circuit 202. In addition, the position ofproportioning valve 250 is adjusted to vary the flow rate of coolantthrough the different circuit components based on their respectivecooling demands. For example, proportioning valve 250 may be adjusted todirect a first amount of coolant into a first sub-loop 242 including CAC210, a second amount of coolant into second sub-loop 244 including ACcondenser 260, and a remaining, third amount of coolant into the mainloop 246 including TOC 220. As elaborated herein, by adjusting an outputof pump 208 in coordination with adjusting the position of proportioningvalve 250, a coolant flow rate through each component may be adjusted tomeet respective cooling demands while reducing parasitic losses at thepump and improving overall engine fuel economy.

The desired coolant flow rate for the AC condenser may be set accordingto the measured coolant temperature. The desired coolant flow rate maybe a flow rate that corresponds to minimum parasitic losses asdetermined during mapping and calibration. The flow rate may be furtheradjusted based on the difference between the expected AC head pressureand the actual AC head pressure. The desired coolant flow rate in allthe branches is then passed to an inverse hydraulic model that sets theproportioning valve position and coolant pump speed to obtain therequired flow rate. In this way, the minimum pump flow rate is achievedgiven the branch-specific flow requirements and total flow requirements.

For example, during conditions when there is CAC cooling demand, ACcooling demand, and TOC cooling demand, and none of the cooling demandsare saturated, the coolant system may be operated in a continuouslycontrolling mode wherein flow through each loop is determined based onfeed-forward and feedback components. For example, coolant flow throughthe CAC loop may be feed-forward determined based on air mass flow(e.g., MAF, measured downstream of the CAC) and CAC coolant temperature(at the inlet to the CAC). The first feed-forward value of the AC headpressure may be inferred from CAC coolant temperature. The feed-forwardvalue of coolant flow may be further based on TCT (upstream air flowinto the CAC), and feedback adjusted based on manifold chargetemperature (MCT). As an example, if the MCT is higher than a targettemperature, more coolant is flowed to cool it down. As another example,if the MCT is cooler than the target temperature, less coolant is flowedto restrict cooling. Likewise, coolant flow through the AC loop may befeed-forward determined based on AC head pressure and feedback adjustedbased on the AC head pressure. As an example, if the AC head pressure ishigher than a target pressure, more coolant may be flowed through the ACsystem to cool the AC system and bring down the pressure. As anotherexample, if the AC head pressure is lower than the target pressure,coolant flow through the AC system may be restricted to limit thecooling of the AC system and raise the AC head pressure. Further,coolant flow through the TOC loop may be feed-forward determined basedon torque converter slip and feedback adjusted based on transmission oiltemperature. As an example, if the transmission is overheating (whichcan occur frequently in automatic transmission when driving torque isrunning through an open fluid coupling, such as an open torqueconverter), coolant flow may be adjusted. The transmission overheatingmay be indicated by a transmission oil temperature (TOT). Thus, as theTOT increases, the amount of coolant flow may be increased. As such, ifany of the loops have no cooling demand, for example when there is nodemand for air conditioning and coolant flow is not required through theAC loop, coolant flow through that branch may be reduced to a minimumflow. After determining the coolant flow required through each branch, apump output command may be determined and further a positioning of theproportioning valve may be determined. In one example, if there is nocooling demand at all branches, coolant flow may be delivered to eachbranch at a minimum flow rate, and the pump may be operated at a minimumspeed. This enables the cooling to be rapidly increased when the coolingdemand subsequently increases (such as in response to a sudden demandfor air conditioning). FIG. 6A shows a 3D map of the relationshipbetween optimal coolant flow rate, CACCT coolant temperature, and AChead pressure. FIG. 6B shows a 2D slice of the map of FIG. 6A and point614 corresponds to a point on the optimal curve 602 of FIG. 6A, showingan optimal flow rate a specific CACCT coolant temperature, and thecorresponding reference AC head pressure (ACPRES). With a minimal flow,the coolant temperature available to a transient or even a demand can bequickly known, speeding the delivery of accurate cooling flow.Additionally, if flow is stagnated in any branch, the risk of boilingover is present, which is addressed by adjusting to provide the minimalflow. It will be appreciated that stagnating of coolant flow isundertaken only under specific well quantified conditions.

In first cooling circuit 202, coolant pump 208 is configured to pump hotcoolant received from condenser 260 and CAC 210 into radiator 206 sothat heat can be rejected to the environment. Specifically, ambient airmay flow through radiator 206, picking up heat rejected at the radiator.CAC 210 may be configured to cool compressed intake aircharge receivedfrom a compressor before the aircharge is delivered to the engineintake. During boosted engine operation, intake air compressed at acompressor is delivered to the engine upon passage through the CAC (suchas CAC 18 of FIG. 1). Heat from the air is rejected into coolant flowingthe CAC.

When cooling demand at CAC 210 is saturated, proportioning valve 250 isadjusted by an engine controller to a position such that coolant pump208 operation forces more coolant along first sub-loop 242 and divertscoolant away from AC condenser 260 and TOC 220. In comparison, when thecooling demand at AC condenser 260 is saturated, proportioning valve 250is adjusted by the engine controller to a position such that coolantpump 208 operation forces more coolant along second sub-loop 244 anddiverts coolant away from CAC 210 and TOC 220. In this way, valve 250affects the TOC flow due to the valve resistance varying over itstravel.

In still other examples, when the cooling demand at each of the CAC andthe AC is saturated, the pump output and the proportioning valveposition may be adjusted to share the available coolant while meetingthe cooling demand of each component. For example, when both demands aresaturated, the coolant system may be operated in an extreme mode whereinthe pump output is set to a maximum output (e.g., a maximum speed) andthe proportioning valve is set to a position that provides a calibratedsplit of coolant flow between the AC and the CAC. In one example, thecalibrated split includes each of the AC and the CAC receiving 50% ofthe coolant flow. For example, if the sum of the AC and the CAC demandis more flow than the system can provide, the controller may set thepump to a maximum setting (fully on) and apportion the branch flows asper a predetermined split of the resource, such as by setting the valveat 50% (towards the CAC) (see for example “extreme mode 308 of FIG. 3).

As another example, if there is no AC demand (AC is off) and the CACdemand is greater than what the system can provide (such as when racingon a track), the valve is set to 100% (which includes 100% flow towardsthe CAC) (see for example “priority CAC mode 310 at FIG. 3). As yetanother example, if the AC head pressure (ACPRES) is higher than athreshold (e.g., critically high) and the CAC load is low, the valve maybe set to 5% (which includes 5% flow towards CAC and the remaining f95%flow towards the AC) (see for example, “priority AC mode 312” of FIG. 3.Thus, the coolant pump output goes to both the AC condenser, the CAC,and the TOC, and the output of each of the AC condenser, the CAC, andthe TOC mixes at the inlet of the pump. As a result, when the engine isnot boosted, hotter coolant comes out of the condenser and coldercoolant would come out of the CAC to be mixed into warm coolant at thepump inlet.

Second cooling circuit 204 constitutes a high temperature circuit andincludes high temperature radiator 216 and associated fan 217, andengine block 218. In addition, transmission oil cooler (acting also as atransmission oil heater) 220 may be coupled at the interface of coolantcircuit 202 and coolant circuit 204. An engine-driven mechanical coolantpump may be coupled to engine block 218 for pumping coolant through hightemperature (HT) coolant circuit 204. Additional components coupled toHT circuit 204 may include an EGR cooler, a heater core, a turbochargercooler 290 and an exhaust manifold cooler 292.

Second cooling circuit 204 is a traditional coolant loop and circulatescoolant through internal combustion engine 218 to absorb waste engineheat and distribute the heated coolant to radiator 216 and/or the heatercore. Radiator 216 may include a radiator fan 217 to improve theefficiency of cooling. The second cooling circuit may also circulatecoolant through an EGR cooler coupled to the EGR system (of FIG. 1).Specifically, exhaust heat is rejected at EGR cooler during EGRdelivery. The second cooling circuit also circulates coolant through andreceives heat rejected from transmission oil cooler 220 and aturbocharger.

It will be appreciated that while the depicted configuration showsspecific components coupled to the first, low temperature (LT) coolingcircuit and other components coupled to the second, high temperature(HT) cooling circuit, this is not meant to be limiting. In alternateexamples, selection of components for the HT or LT cooling circuit maybe based on convenience in routing, and/or location of componentsrelative to one another in the engine system. In one example, the ACcondenser, the CAC, a diesel fuel cooler component (when included) maybe provided coupled to the LT circuit since these components may be moreeffective in the LT coolant circuit due to the lower temperaturesexperienced there, as well as to bring down the LT coolant circuit toambient temperature.

The engine-driven water pump circulates coolant through passages inengine block 218, specifically, through the intake and exhaustmanifolds, through the engine head, and then through engine block toabsorb engine heat. From the engine, coolant flows back to the engineupon passage through EGR cooler and radiator 216. Heat is transferredvia radiator 216 and fan 217 to ambient air. Thus, during conditionswhen EGR is delivered, heat rejected at EGR cooler can be circulatedthrough engine 218 and advantageously used to warm the engine, such asduring cold ambient conditions. Engine-driven water pump may be coupledto the engine via a front end accessory drive (FEAD, not shown), androtated in proportion with engine speed via a belt, chain, etc. In oneexample, where the pump is a centrifugal pump, the pressure (andresulting flow) produced may be proportional to the crankshaft speed,which in the example of FIG. 2, is directly proportional to enginespeed. An auxiliary pump may also be included in the second coolingcircuit to assist coolant flow through the EGR system and theturbocharger. The temperature of the coolant may be regulated by athermostat valve which may be kept closed until the coolant reaches athreshold temperature.

Fans 207, 217 may be coupled to radiators 206, 216, respectively inorder to maintain an airflow through the radiators when the vehicle ismoving slowly or stopped while the engine is running. In some examples,fan speed may be controlled by a controller. Alternatively, fan 217 maybe coupled to the engine-driven water pump. Further still, in someexamples, heat exchangers 206 and 216 may be packed close together sothat a single fan can be used to pull air through both heat exchangers.

Hot coolant may also flow to the heater core via an auxiliary pump. Anauxiliary pump may be employed to circulate coolant through heater coreduring occasions when engine 218 is off (e.g., electric only operation)and/or to assist engine-driven pump when the engine is running. Likeengine-driven pump, the auxiliary pump may be a centrifugal pump;however, the pressure (and resulting flow) produced by the auxiliarypump may be proportional to an amount of power supplied to the pump by asystem energy storage device (not shown).

The coolant system of FIG. 2 may be operated in one of a plurality ofmodes, and may be transitioned between the modes based on engineoperating conditions. A state diagram 300 of the different possiblemodes and conditions triggering a transition between the modes isdepicted at FIG. 3.

For example, the coolant system may be in an off mode 302 wherein theelectric pump of the first cooling circuit is shut off and theproportioning valve is adjusted to a position to close off coolant flowto each of the AC system and the CAC. In this way, more of the coolantflow can be directed away from the AC and CAC loops, and more coolantflow can be directed through the main loop. As another example, inresponse to vehicle racing without cabin cooling, the coolant system maybe transitioned to a priority CAC mode 310 wherein the pump output isincreased and the proportioning valve is positioned to prioritize flowto the CAC. The AC system may be transitioned to a continuous controlmode 304 wherein the pump and valve are controlled via the previouslydescribed control strategy in order to meet the cooling demands of allthe devices. As another example, in response to turbocharger outlettemperature being higher than available coolant temperature and thecondensation temperature of the inlet air is at a threshold humiditycontent and pressure, the coolant system may be transitioned to acondensation control mode 306 wherein the proportioning valve isadjusted to a position where the flow is controlled using the pump andvalve to minimize or eliminate the condensation created in the intake.As yet another example, in response to both a high AC and CAC demand,where both cannot be fully met even using the full output of the pumpthe coolant system may be transitioned to an extreme split mode 308wherein the electric pump of the first cooling circuit is fully on (at amaximum output) and the proportioning valve is adjusted to a position towhere coolant flow to each of the AC system and the CAC is apportionedby a predetermined amount, such as at 50% towards CAC and 50% towards ACsystem, or 45% towards CAC and 55% towards AC system. The fixed ratioincludes a higher ratio of coolant flow through the condenser relativeto the charge air cooler. From the extreme mode, in response to a higherthan threshold AC head pressure and a lower than threshold CAC load,such as when there is no longer a CAC cooling request present and the ACcooling request is high enough to saturate the pump (e.g., more coolingthan can be provided), the coolant system may be transitioned to apriority AC mode 312 wherein the electric pump of the first coolingcircuit is fully on (operating at a highest output) and theproportioning valve is adjusted to a position to maximize coolant flowto the AC system (e.g., valve setting at 100% towards AC system).Alternatively, in response to higher than threshold CAC demand (that iswhen the CAC is at the maximum available cooling capacity) with no cabincooling demand (such as when racking around a track), the coolant systemmay be transitioned to a priority CAC mode 310 wherein the electric pumpof the first cooling circuit is fully on (operating at a highest output)and the proportioning valve is adjusted to a position to maximizecoolant flow to the CAC (e.g., valve setting at 100% towards CAC).

Turning now to FIG. 4, an example routine 400 is shown for adjusting theoperation of an engine coolant system, such as the coolant system ofFIG. 2, to meet the cooling demand of engine components while reducingparasitic losses and improving fuel economy. Instructions for carryingout method 400 and the rest of the methods included herein may beexecuted by a controller based on instructions stored on a memory of thecontroller and in conjunction with signals received from sensors of theengine system, such as the sensors described above with reference toFIG. 1. The controller may employ engine actuators of the engine systemto adjust engine operation, according to the methods described below.For example, based on one or more of an AC head pressure, a CACtemperature, and a transmission oil temperature, an engine controllermay vary the output of an electric pump and adjust a position of theproportioning valve of the low temperature circuit of the coolantsystem.

At 402, the method includes estimating and/or measuring engine operatingconditions. For example, the controller may determine engine speed,engine load, driver demand, boost pressure, MAP, MAF, CAC temperature,cabin cooling demand, engine temperature, engine oil temperature,transmission oil temperature, etc.

At 404, the method includes determining a target coolant flow througheach component of the coolant system. For example, the controller maycalculate a target (desired) coolant flow through each of the ACsub-loop, CAC sub-loop, and TOC loop of the first coolant circuit. Aselaborated at FIG. 5, the coolant flow desired through each loop may bedetermined based on the cooling demand of each component, as well as apriority factor based on engine operating conditions. In one example,the controller may refer to a map, such as the example map of FIG. 6Aand/or FIG. 6B to determine the coolant flow required through the ACloop to maintain a given AC head pressure at a given CAC coolanttemperature. Therein, point 614 corresponds to the desired feed-forwardcoolant flow of point 616. If the ACPRES is higher than the referencepressure (point 618), then more coolant is added to the feedback flowresulting a net greater flow than at point 616.

For example, to determine the required coolant flow for optimal fueleconomy, with the pump operating at a steady state speed and with the ACcoolant flow at a maximum, the controller may sweep coolant flow rateand ambient temperature to calculate the total parasitic losses. Inparticular, the map of FIG. 6A is used for mapping and calibration. Byreferring to the map of FIGS. 6A and 6B, the controller may determinethe lowest parasitic loss flow for a given CAC coolant temperature(CACCT), as measured at the outlet of the low temperature heatexchanger). The controller may use curve 602 and a function of CACCT,ideal/target AC head pressure (ACPRES_ideal), and target/ideal coolantflow for coolant flow control. The estimated lowest parasitic losses maybe set as the open loop base flow rate through the AC loop. Acorresponding reference AC head pressure for the given CACCT may also bedetermined from the map and used as the reference pressure for closedloop control of coolant flow through the AC loop. A gain term Kp maythen be determined based on an error between the actual measured AC headpressure and the reference/expected AC head pressure. The gain term andthe error may be used for a closed-loop correction of the coolant flowrate through the AC loop.

In one example, the open loop control of coolant flow through the ACloop may be triggered on in response to the AC being turned on and/or arequest for cabin cooling being received. In response to the demand forair conditioning, the controller may measure the coolant temperatureavailable to the AC condenser in the low temperature coolant circuit.Then, the controller may look-up the desired optimal coolant flow ratebased on the measured temperature where fuel economy losses are minimum,such as by referring to map 600 of FIG. 6A. Else, if there is no demandfor air conditioning, the controller may turn off the open loop controlof coolant flow through the AC loop. Therein, the controller may measurethe coolant temperature available to the AC condenser in the lowtemperature coolant circuit and then look-up a desired AC off coolantflow rate in order to precondition the AC for the next time it is turnedon. These loops may then run continuously for improving AC efficiency.By maintaining a small (lower threshold amount) of coolant flow evenwhen the AC system is not in use, the AC condenser may be pre-positionedin terms of temperature for the next demand request. Likewise, bymaintaining a small (lower threshold amount) of coolant flow even whenthe AC system is not in use, during start/stop conditions when theresidual AC pressure is bleeding down, the AC may be prepositioned interms of pressure and temperature for the next engine start andcompressor start.

At 406, based on the coolant flow desired through each component, anoutput of the electric coolant pump may be adjusted in coordination witha position of the proportioning valve. As elaborated with reference toFIG. 5, the pump and the proportioning valve may be controlled based onCAC temperature and AC head pressure to meet the cooling demands. Forexample, when there is an increase in driver demanded torque and boostpressure (such as during vehicle acceleration), it may be determinedthat CAC cooling has to be prioritized and pump output may be adjustedto provide a desired coolant flow rate while the proportioning valve isadjusted to deliver a bulk of the coolant to the CAC loop. As anotherexample, when cabin cooling demand increases, it may be determined thatAC cooling has to be prioritized and pump output may be adjusted toprovide a desired coolant flow rate while the proportioning valve isadjusted to deliver a bulk of the coolant to the AC loop. In still otherexamples, when transmission oil temperature (TOT) increases, it may bedetermined that TOC cooling has to be prioritized and pump output may beadjusted to provide a desired coolant flow rate while the proportioningvalve is adjusted to deliver a bulk of the coolant to the TOC loop.

At 408, an expected AC head pressure may be modeled based on the coolantflow through the AC loop. In particular, the AC head pressure may bedetermined as a function of the CACCT (temperature of the coolant out ofthe low temperature radiator, the coolant flow through the CAC, andengine output. As an example, the controller may refer a 3D map, such asthe example map of FIG. 6A, to model the expected AC head pressure. Asused herein, the AC head pressure refers to the pressure of AC systemdownstream of the AC compressor and upstream of the expansion valve,that is, on the high side of the AC system. The inventors herein haverecognized that the AC head pressure is more responsive to thermalstress on the AC condenser as compared to the AC temperature, andparticularly the evaporator temperature. By using the AC head pressureto determine the coolant flow, coolant flow can be changed more quicklyin response to changes in cooling demand.

FIGS. 6A-6B show mapping data at a series of steady state points fromwhich the base steady state optimal operating coolant flow and expectedAC head pressure for reference can be determined. These are thencompared to the actual AC head pressure to infer how hard the system isworking (that is, the coefficient of performance, or COP). Thisparameter is used as an indication for correcting the coolant flow rate.In particular, as the difference between the actual and the expected AChead pressure increases, and thereby as the COP increases, a largercorrection of coolant flow rate is required to more quickly return thesystem to the optimum/most efficient point. The COP is negativelyaffected by increased AC head pressure, which implies that thecompression work is increased for a given cooling load. Additionally,COP is negatively affected by parasitic losses in the coolant pump (thusan optimal steady state flow).

In addition, by using the same AC head pressure for AC clutch control,AC performance is improved. In particular, if the AC head pressure isabove a threshold (normal) range but the AC compressor is not at riskdue to the higher pressure, the AC clutch is maintained engaged and thecoolant flow is increased to the maximum rate the pump can deliver.However, if the coolant flow is still not high enough and the AC headpressure is further increasing to the point where compressor damage canoccur, the AC clutch is opened up.

Map 600 depicts a 3D map 610 of change in AC head pressure with coolantflow (in gpm) and charge air cooler coolant temperature (CACCT). Ascoolant temperature (in the low temperature coolant circuit) rises, theAC head pressure rises. Also, as the coolant flow rate increases, AChead pressure drops. At a constant coolant temperature, the AC headpressure approaches an asymptote (also see FIG. 6B). Thus, a bigincrease in coolant flow rate results in a small AC pressure reduction.Parasitic losses may be learned as the sum of AC compressor losses andcoolant pump losses in watts. As coolant flow increases, parasiticlosses drop, and then increase. The minimum AC pump parasitic lossoccurs at a coolant temperature that can be mapped using map 610.

For example, the CACCT is measured, and the corresponding optimalcoolant flow rate and expected AC head pressure are derived from twoseparate but coordinated functions of CACCT. These functions are carriedin the control system and FIGS. 6A-6B are used to populate thesefunctions:

AC_Pressure_ref=2D_table(CACCT_coolant temperature);

Base_AC_coolant_flow=2D_table(CACCT_coolant temperature).

Returning to FIG. 4, at 410, it may be determined if the actual AC headpressure is at or within a threshold of the expected AC pressure. Ifyes, then at 412, the method includes continually adjusting each of theproportioning valve position and electric coolant pump output as flowdemand through each loop changes.

If not, at 414, the method includes determining if the actual headpressure is lower than the expected pressure. If yes, then at 416, ACsystem degradation may be diagnosed based on the actual AC pressurerelative to the expected pressure. As elaborated with reference to FIG.7, an engine controller may diagnose a cause of the pressure drop anddifferentiate between a pressure drop caused due to componentdegradation (such as AC condenser pump degradation), refrigerant lossfrom the AC system, and the presence of a pinched line. At 418, based onthe indication of AC system degradation, a coolant flow rate and aproportion of coolant flow through the AC may be updated.

If the actual head pressure is higher than the expected pressure, at 420the controller may infer AC system stress. For example, it may bedetermined that the AC efficiency has dropped and that the AC condenseris working thermodynamically harder than required, for example due tounder-hood temperature fluctuations. In particular, as the vehicle comesto a stop, air flow through the radiator and under the hood is reduced.This causes the temperature of all the components under the hood togradually rise, including coolants and refrigerants. This results in theneed for increased coolant flow to achieve the same cooling functionthat could be achieved at higher vehicle speeds (e.g., at 20 mph) withless coolant. Accordingly, based on the indication of AC system stress,a coolant flow rate and a proportion of coolant flow through the AC maybe updated. For example, the pump output may be decreased and thecoolant flow through the AC may be increased so as to lower the AC headpressure. The routine then exits.

In one example, the controller may use an “Inverse” hydraulic model thattakes desired flows into account and determines the device settings inaccordance. In the hydraulic approach, branch resistance and viscositymay be accounted for. Essentially, the 3-way proportioning valve isadjusted based on the proportioning of flow in the branches. Afterbranch resistance effects are accounted for, the flow is summed and thisis used to determine the pump command. Both the pump and the valve maygo through a “hardware characteristic compensation” to allow for changesto hardware. The two continuously variable flow devices (the electricpump and the 3-way proportioning valve) are adjusted such that thebranch flow requests are met exactly and a minimum parallel branch flowis met. This results in the electric pump operating at the minimum pumpsetting and with parasitic losses minimized while still meeting therequired cooling. By adding several functions, a single model (describedbelow) may be configured by calibration for a variety of actualhydraulic configurations.

As discussed with reference to FIG. 2, the low temperature loop of thecoolant system has at least three devices that require coolant flow: thecharge air cooler, the water cooled AC condenser and the transmissionoil cooler. The circuit has two continuous actuators, the pump and the3-way (diverter/proportioning) valve. The transmission oil cooler itselfhas an on/off switch. The hydraulic circuit separates valve-controlledcoolant customers from the rest of the coolant system. As such, othercomponents on the other loop could be valve controlled, however thisloop is for low temperature cooling customers. In particular, the outputfrom the LT radiator is shared between three different customers, namelythe water-cooled AC condenser, the charge air cooler and the automatictransmission cooler (or warm-up unit, herein also referred to as ATWU).The customers are in parallel to each other, but are in series with thecoolant pump and the radiator. The valve controlled customers aregrouped together into the valve controlled path. Each branch is thenthought of as having a smaller virtual pump to provide that branch'sflow. When combining the virtual pumps flows, one may obtain the actualdesired singular big pump setting. Conceptually, the total flowrequirement for the valve controlled path is provided using the (big)virtual pump, whereas the valve is used to proportion the flow betweenthe devices grouped in the control path. Thus, the valve controls theflow split between the CAC and the AC, then the controller checks toensure that the TOC minimum flow rate is met. The TOC flow rate is thencontrolled by the pump.

In the discussed approach, electric circuit analogy is used to analyzethe coolant system. The pump is considered equivalent to a voltagesource, which is true for impeller pumps such as ones in the coolantsystem. The flow in individual branches are considered equivalent to(and denoted as) current, I_((.)), and the flow resistances inindividual devices are denoted by R_((.)). The subscripts denote thename of the customer or device (with “rad” referring to the LT radiator,“cac” referring to the charge air cooler, “pump” referring to theelectric coolant pump, “atwu” referring to the transmission oil cooler,and “cond” referring to the AC condenser). Applying voltage and currentlaws, we get the following equations:V=I _(pump)(R _(rad) +R _(pump))+I _(atwu) R _(atwu)V=I _(pump)(R _(rad) +R _(pump))+I _(cac) R _(cac)V=I _(pump)(R _(rad) +R _(pump))+I _(cond) R _(cond)I _(pump) =I _(atwu) +I _(cac) +I _(cond)

The above equations can then be used to eliminate the current in theATWU and the pump flow rate. The resulting relationships are:

$\begin{matrix}{\mspace{20mu}{{I_{atwu} = {\frac{I_{cac} + I_{cond}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}\frac{1}{R_{atwu}}}}\mspace{20mu}{I_{cac} = {{\frac{I_{cac} + I_{cond}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}\frac{1}{R_{cac}}I_{cond}} = {\frac{I_{cac} + I_{cond}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}\frac{1}{R_{cond}}}}}}} & (1) \\{\mspace{20mu}{I_{pump} = {\frac{I_{cac} + I_{cond}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}\left( {\frac{1}{R_{cac}} + \frac{1}{R_{cond}} + \frac{1}{R_{atwu}}} \right)}}} & (2) \\{V = {\frac{I_{cac} + I_{cond}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}\left( {\frac{1}{R_{cac}} + \frac{1}{R_{cond}} + \frac{1}{R_{atwu}}} \right)\left( {\frac{1}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}} + \frac{1}{R_{atwu}}} + R_{{ra}\; d} + R_{pump}} \right)}} & (3)\end{matrix}$

The resistances in the two branches of the valve controlled path are notindependent, rather, they depend upon primarily the valve position,u_(v). Considering the system nonlinearities, these resistances couldalso possibly depend upon the flows in the two branches. For the mostgeneral case, the resistances can be characterized as follows:

$\begin{matrix}{{\frac{\frac{1}{R_{cac}}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}} = {f_{v}\left\{ {u_{v},I_{cac},I_{cond}} \right\}}},} & (4) \\{{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}} = {\frac{1}{R_{v,{eq}}} = {f_{v,{Req}}{\left\{ {u_{v},I_{cac},I_{cond}} \right\}.}}}} & (5)\end{matrix}$

Equation (4) relates to the fraction of flow through the CAC branch (orthe priority branch) and the second equation relates to the equivalentresistance of the valve controlled path, R_(v,eq).

In order to relate the resistances to the current through each branch,we define the fraction of flow through the valve that goes through oneof the branches. This fraction is also related to the flow resistancesof the two branches. The relationship for the fraction of flow throughCAC is given by

$\begin{matrix}{x_{v} = {\frac{I_{cac}}{I_{cac} + I_{cond}} = \frac{\frac{1}{R_{cac}}}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}}}}} & (6)\end{matrix}$

The pump potential, V, depends upon the pump speed input, u_(p), and theflow resistance of the circuit. One can imagine that the pump potentialor flow for a given speed is a result of the intersection of the pumpcharacteristics and the flow resistance curves of the circuit.

$\begin{matrix}{I_{pump} = {\frac{V}{\left( {\frac{1}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}} + \frac{1}{R_{atwu}}} + R_{{ra}\; d} + R_{pump}}\; \right)} = {f_{pump}\left\{ {u_{p},\left( {\frac{1}{\frac{1}{R_{cac}} + \frac{1}{R_{cond}} + \frac{1}{R_{atwu}}} + R_{{ra}\; d} + R_{pump}} \right)} \right\}}}} & (7)\end{matrix}$

The control inputs, u_(p) and u_(v) can be determined using Equations(1) to (4) if the following are known:

-   -   1. Requested values for I_(cac) and I_(cond)    -   2. Relationship between the flow faction and the valve position        f_(v){u_(v),I_(cac),I_(cond)}    -   3. Equivalent resistance of the valve controlled path        f_(v,Req){u_(v),I_(cac),I_(cond)}    -   4. Resistance in the ATWU path    -   5. Resistances in the pump and radiator parts of the circuit are        known    -   6. Resolved relationship between the characteristics and the        circuit flow resistance f_(pump)

In a first case, relating to the pump, the equivalent resistances may beindependent of the valve position, that is,f_(v,Req){u_(v),I_(cac),I_(cond)}=R_(v,eq), a constant. Reformulatingthe problem of controlling flows into the CAC and COND branch ascontrolling the total flow through the valve controlled branchesI_(cac)+I_(cond)=I_(v,total), we get

$\begin{matrix}{u_{p} = {f_{pump}^{- 1}\left\{ {{I_{v,{total}}{R_{v,{eq}}\left( {\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} \right)}},\left( {\frac{1}{\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} + R_{{ra}\; d} + R_{pump}} \right)} \right\}}} & (8)\end{matrix}$

In a second case, relating to the valve, the resistances in theindividual branches are not dependent upon the absolute values ofI_(cac) and I_(cond). f_(v){u_(v),I_(cac),I_(cac)}=f _(v){u_(v)}.

$\begin{matrix}{u_{v} = {{\overset{\_}{f}}_{v}^{- 1}\left\{ \frac{I_{cac}}{I_{cac} + I_{cond}} \right\}}} & (9)\end{matrix}$

In the present scenario, there is one parallel path which affects therelationship between the pump flow and the flow through the valvecontrolled circuit. Based on Equation (2), there is a relationshipbetween the total flow through the valve controlled path and the pumpflow. Using the equivalent resistance and the total valve flow variableswe can simplify the equation as:

$\begin{matrix}{I_{pump} = {\frac{I_{v,{total}}}{\frac{1}{R_{v,{eq}}}}\left( {\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} \right)}} & (10)\end{matrix}$

If the transmission cooler circuit is closed, there is no airflowthrough the ATWU branch and hence I_(pump)=I_(v,total). Thus theresultant relationship between the pump command and the total flowthrough the valve is given is given byu _(p) =f _(pump) ⁻¹ {I _(v,total),(R _(v,eq) +R _(rad) +R_(pump))}  (11)

Thus opening or closing of the ATWU part of the circuit affects theoverall circuit resistance, and hence the relationship between the flowthrough the 3-way valve and pump command.

In one example of a constrained condition, the requested total valveflow may exceed the flow available at the branch. This may occur if theflow requested is such that the pump is commanded at its maximum valueu_(p) ^(max)=1, yet the flow at the valve is less than the total flowrequirement. Alternatively, this may occur if the pump commanded valueis limited by a customer/device other than the valve controlled path. Itcan be (u_(p) ^(max)<1)

If the pump is set to u_(p)*, then the expected flow through the valvecan be characterized using Equation (5) and the relationship betweenpump and valve flow rates as:

$\begin{matrix}{I_{v,{total}}^{m\;{ax}} = {\frac{\frac{1}{R_{v,{eq}}}}{\left( {\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} \right)}f_{pump}\left\{ {u_{p}^{m\;{ax}},\left( {\frac{1}{\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} + R_{{ra}\; d} + R_{pump}} \right)} \right\}}} & (12)\end{matrix}$

In this scenario, the priority customer has its requirements met,whereas the remaining flow is diverted to the other customer. This isaddressed by defining a new term, as revised condenser flow(non-priority path flow). The expected flow through the branch is givenby:I _(v,total) ^(exp)=min{I _(v,total) ^(max) ,I _(v,total)}  (13)

In this scenario, the priority customer gets its requirements met,whereas the remaining flow is diverted to the other customer. Theresulting revised condenser flow (non-priority path flow) would then be

$\begin{matrix}{{I_{{cond},{rev}} = {I_{v,{total}}^{{ex}\; p} - I_{cac}}}{{\overset{\sim}{\iota}}_{cac} = {{\frac{I_{cac}}{I_{v,{total}}^{\;{e\;{xp}}}\;}{\overset{\sim}{\iota}}_{cond}} = \frac{I_{{cond},{rev}}}{I_{v,{total}}^{{ex}\; p}}}}{u_{v} = {{\overset{\_}{f}}_{v}^{- 1}\left\{ \frac{{\overset{\sim}{\iota}}_{cac}}{I_{v,{total}}^{e\;{xp}}} \right\}}}} & (4)\end{matrix}$

In another example of a constrained condition, the requested total valveflow may be lower than flow available at the branch. This may be due tothe flow requested being such that the pump is commanded at its minimumvalue u_(p) ^(min), yet the flow at the valve is greater than the totalflow requirement. Alternatively, this may occur if the minimum pumpcommanded value is determined by a customer/device other than the valvecontrolled path.

For example, if the ATWU demands a certain minimum flow rate, I_(atwu)^(min), a minimum flow demanded ATWU branch can be translated to minimumtotal flow through the valve controlled path using the above equation.The total flow in the valve controlled path is related to the ATWUthrough the relationship below.

$\begin{matrix}{I_{v,{total}}^{m\; i\; n} = {I_{atwu}^{m\; i\; n}\frac{R_{atwu}}{R_{v,{eq}}}}} & (15)\end{matrix}$

Or, if the pump command has a certain minimum value imposed:

$\begin{matrix}{I_{v,{total}}^{m\; i\; n} = {\frac{\frac{1}{R_{v,{eq}}}}{\left( {\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} \right)}f_{pump}\left\{ {u_{p}^{m\; i\; n},\left( {\frac{1}{\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} + R_{r\;{ad}} + R_{pump}} \right)} \right\}}} & (6)\end{matrix}$

If this minimum flow request is greater than the total flow, then therequirements of both the paths cannot be met simultaneously. Again, inthis case, the valve is set to divert the excess flow to thenon-priority path.

I_(v, total)^(ex p) = max {I_(v, total)^(m i n), I_(v, total)}I_(cac, rev) = I_(cac) I_(cond, rev) = I_(v, total)^(e xp) − I_(cac)${\overset{\sim}{\iota}}_{cac} = {{\frac{I_{{cac},{rev}}}{I_{v,{total}}^{e\;{xp}}}{\overset{\sim}{\iota}}_{cond}} = {{\frac{I_{{cond},{rev}}}{I_{v,{total}}^{e\;{xp}}}u_{v}} = {{\overset{\_}{f}}_{v}^{- 1}\left\{ \frac{{\overset{\sim}{\iota}}_{cac}}{I_{v,{total}}^{{ex}\; p}} \right\}}}}$

In another example of a constrained condition, the pump command may befixed. Then the commanded value may be determined by a customer/deviceother than the valve controlled path. In this case:

$\begin{matrix}{{{I_{v,{total}}^{e\;{xp}} = {\frac{\frac{1}{R_{v,{eq}}}}{\left( {\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} \right)}f_{pump}\left\{ {u_{p}^{*},\left( {\frac{1}{\frac{1}{R_{v,{eq}}} + \frac{1}{R_{atwu}}} + R_{r\;{ad}} + R_{pump}} \right)} \right\}}}\mspace{20mu}{I_{{cac},{rev}} = I_{cac}}\mspace{20mu}{I_{{cond},{rev}} = {I_{v,{total}}^{e\;{xp}} - I_{cac}}}}\mspace{20mu}{{\overset{\sim}{\iota}}_{cac} = \frac{I_{{cac},{rev}}}{I_{v,{total}}^{{ex}\; p}}}\mspace{20mu}{{\overset{\sim}{\iota}}_{cond} = \frac{I_{{cond},{rev}}}{I_{v,{total}}^{e\;{xp}}}}\mspace{20mu}{u_{v} = {{\overset{\_}{f}}_{v}^{- 1}\left\{ \frac{{\overset{\sim}{\iota}}_{cac}}{I_{v,{total}}^{e\;{xp}}} \right\}}}} & (9)\end{matrix}$

If there is a change in the priority of the customers in the valvecontrolled path, the calculation may be reversed with the CAC valuerecomputed if the priority changes. For example, if the AC was inpriority then:

I_(cac, rev) = I_(v, total)^(e xp) − I_(cond) I_(cond, rev) = I_(cond)${\overset{\sim}{\iota}}_{cac} = {{\frac{I_{{cac},{rev}}}{I_{v,{total}}^{e\;{xp}}}{\overset{\sim}{\iota}}_{cond}} = {{\frac{I_{{cond},{rev}}}{I_{v,{total}}^{e\;{xp}}}u_{v}} = {{\overset{\_}{f}}_{v}^{- 1}\left\{ \frac{{\overset{\sim}{\iota}}_{cac}}{I_{v,{total}}^{{ex}\; p}} \right\}}}}$

In one example, this may be implemented as a 2D lookup table, the tableproviding the valve setting. The table may use the full capability ofthe memory available in the controller. The expected total flow may beused as an input to compensate for nonlinear valve behaviors. Theimplementation can be hardcoded for a 3-Way valve.

The inputs for the calculation may include requested values for coolantflow through CAC and AC loops. If I_cac and I_cond are normalized flowvariables, they should be normalized with the same number, for examplethe maximum flow through the valve. The controller may also obtain TOCsettings (affecting the flow resistance in the path not controlled bythe valve). The controller may further obtain the mapping between pumpflow and flow through the valve controlled path. The pump command isthen determined from total flow through the pump and the resistances inindividual branches using the above equations. Total flow at the valveis then mapped into the pump flow. The lookup table may be used if therelationship is significantly nonlinear. The valve position may be usedas an input if there is a significant interaction which could create theneed for a numerical iteration solution. The tables may be calibratedbased upon ATWU settings.

Turning now to FIG. 5, an example routine 500 is shown for apportioningcoolant flow through the different components of a coolant system basedon cooling demand. The method enables different cooling demands to bemet while prioritizing certain cooling demands over others duringselected conditions. This may be required when individual loops haveconflicting cooling requirements or the instantaneous coolingrequirements for individual loops cannot be met due to capacitylimitations.

At 502, the method includes determining component specific flowrequirements. For example, an amount of cooling required at each of theAC loop, the CAC loop, and the TOC loop may be determined based onparameters such as MAF, MCT, TCT, CACCT, operator cooling demand, andambient temperature and humidity estimates. As another example, the ACrequirement may depend upon cabin cooling needs while the CACrequirement may depend upon the temperature of the air entering thecharge air cooler. In addition, the CAC requirement may vary as thedriver demand varies, the CAC requirement increasing when the driverdemand increases and boost pressure is required. The increased operationof the intake compressor results in a warmer charge entering the CAC.Determining the cooling requirements may include determining a coolantflow amount, a desired coolant pressure at the component, as well as adesired temperature change at each component. At 504, component specificcoolant flow rates may be determined based on the component specificcooling requirements and the component specific flow requirements.

At 506, the coolant flow required through the TOC may be updated basedon the slip schedule of the torque converter. As elaborated withreference to FIG. 8, during conditions when the torque converter (TC) isslipping and generating extra heat, the temperature of the transmissionoil at the outlet of the TC may be higher than the temperature of thetransmission oil at the sump. During these conditions, the coolant flowthrough the TOC may be adjusted based on an inferred TC temperatureinstead of the TOT estimated at the sump so as to reduce the likelihoodof the temperature being underestimated and coolant flow beingunderprovided. As such, if the transmission oil temperature isunderestimated, coolant boiling can occur. For example, the coolant flowmay be determined based on a transmission oil temperature including anestimated transmission oil temperature, estimated via a temperaturesensor coupled to an oil sump, when transmission torque converter slipis less than a threshold, the transmission oil temperature including aninferred transmission oil temperature modeled based on torque converterslip when the transmission torque converter slip is above the threshold.

At 507, based on the component specific flow requirements, a pumpcommand may be determined for the electric coolant pump. For example, apump command may be determined via a flow model, as elaborated herein,that provides the combined flow requirement of each of the components.In one example, a pump setting may be determined as the maximum of theTOC flow requirement, and the CAC and AC condenser flow requirements.

At 508, it may be determined if coolant flow to the CAC needs to beprioritized (herein also referred to as CAC priority). In one example,the CAC may need to be prioritized responsive to a lower than thresholdAC cooling demand (e.g., no AC cooling being requested) or a lower thanthreshold AC head pressure alongside a higher than threshold MCT(resulting from not enough CAC cooling and increased driver demand). Ifyes, then at 510, the method includes adjusting the proportioning valveto flow coolant through the AC at a minimum flow rate while flowingcoolant through the CAC at a maximum flow rate. Additionally, an outputof the pump may be increased.

If CAC priority is not confirmed, at 512, it may be determined ifcoolant flow to the AC needs to be prioritized (herein also referred toas AC priority). In one example, the AC may need to be prioritizedresponsive to a lower than threshold MCT (resulting from CAC cooling) ora lower than threshold CAC cooling demand (e.g., no CAC cooling beingrequested) alongside a high AC head pressure. These conditions may beindicative of a need for additional AC cooling. If yes, then at 514, themethod includes adjusting the proportioning valve to flow coolantthrough the CAC at a minimum flow rate while flowing coolant through theAC at a maximum flow rate. Additionally, an output of the pump may beincreased.

If neither AC priority nor CAC priority is confirmed, but both have acooling demand, then at 516, the method includes adjusting a position ofthe proportioning valve to distribute the pump output between thedifferent loops and sub-loops of the coolant system to provide thecomponent specific flow rates. For example, under extreme cooling load,such as when the vehicle is towing uphill in desert conditions, theremay not be enough cooling to operate the AC system either efficiently orat maximum capacity and simultaneously provide adequate cooling withoptimal engine performance. At this point, a trade-off is calibrated.The trade-off may be a predetermined and stored in the controller'smemory. For example, the calibrated trade-off may include 45% of thecoolant flow being directed to the CAC and a remaining 55% of thecoolant flow being directed to the AC loop. In this way, a modulation offlow is provided where all minimum flow demands are met.

Turning now to FIG. 7, an example method 700 is shown for diagnosing ACsystem degradation based on actual AC head pressure relative toexpected/modeled AC head pressure (such as modeled using the map of FIG.6). In one example, the method of FIG. 7 may be performed as part of themethod of FIG. 4, such as at 416. The method enables a drop in ACpressure due to a drop in the refrigerant level to be betterdistinguished from a pinched coolant line.

At 702, the method includes confirming that the actual (measured) AChead pressure is less than an expected (modeled) pressure. The expectedpressure is a pressure based on the current CAC coolant temperature ofthe system. In some examples, in addition to confirming that the AC headpressure is less than the expected pressure, it may be confirmed thatthe actual pressure remains below the expected pressure over a duration.If not, then at 704, it may be confirmed that the actual head pressureis higher than the expected pressure given the existing CAC coolanttemperature of the system. Additionally, one or more thresholds may beestablished. In some examples, if the pressure is close to the referencepressure (e.g., within a threshold distance of the threshold pressure),then control actions may be pre-emptively undertaken.

At 706, in response to the actual head pressure being higher than theexpected pressure, it may be inferred that there is AC system stress dueto increased cabin cooling load. For example, it may be determined thatthe AC system is working harder than expected due to higher cabintemperatures, such as due to higher solar load (or higher ambienttemperatures). Accordingly, in response to the indication of AC systemstress, coolant flow through the AC loop may be increased by requestingmore branch flow to the AC loop and coordinating the pump output and thevalve position to deliver the requested branch flow rate. For example,the output of the electric coolant pump and a position of theproportioning valve may be adjusted using the inverse hydraulic model.In one example, the controller may provide the requested increase incoolant flow by increasing pump output by a larger amount and increasingcoolant flow through the AC loop by a smaller amount. Alternatively, thecontroller may provide the same requested increase in coolant flow byincreasing pump output by a smaller amount and increasing coolant flowthrough the AC loop by a larger amount. The controller may compare thefuel economy and time to improvement in AC head pressure in both optionsand accordingly select a combination. The selection may also factor inthe resulting change in CAC flow relative to the CAC coolant flowdemand.

Returning to 702, if the actual AC head pressure is lower than expected,then at 707, the error between the actual AC head pressure and theexpected pressure may be integrated over the duration. In one example,the duration corresponds to a significant portion of a drive cycle, suchas about 700 seconds. At 708, it may be determined if the actual CACcoolant temperature is within an expected range. If yes, then it may bedetermined that the AC system is not degraded and the routine may end.Alternatively, if the CACCT is within range, then it may be inferredthat there is possibly an issue with the AC condenser and if the CACCTis out of range, then that might explain the poor system behavior.

If the actual CAC coolant temperature is outside the expected range,given the existing CAC coolant temperature of the system, then at 710,it may be determined if the integrated error is higher than a firstthreshold error (Threshold_1). If the coolant temperature is outside theexpected range and the integrated error is higher than the firstthreshold error, then at 712, AC system degradation may be indicated. Inparticular, it may be indicated that the heat exchanger function of theAC system (e.g., at the condenser) is compromised, for example, due to apinched line. In addition, at 714, responsive to the indication of apinched line, coolant flow through the AC loop may be decreased whilecoolant flow through the CAC loop is correspondingly increased withoutsignificant CAC effect other than over-cooling.

If the actual CAC coolant temperature is outside the expected rangegiven the existing CAC coolant temperature of the system, and theintegrated error is not higher than the first threshold error, then at717, it may be determined if the integrated error is higher than asecond threshold error (Threshold 2), smaller than the first thresholderror (Threshold_1). If not, the routine returns to 709 to indicate noAC system degradation and routine ends. Else, if the actual CAC coolanttemperature is outside the expected range given the existing CAC coolanttemperature of the system, and the integrated error is higher than thesecond threshold error (but lower than the first threshold error), thenat 718, it may be indicated that there is an AC system degradation dueto low refrigerant levels. For example, the low refrigerant level may bedue to the presence of a leak, such as may occur due to loose fittings.At 720, in response to the indication of low refrigerant levels, coolantflow through the AC loop may be increased while maintaining coolant flowthrough the CAC loop to provide AC performance although the AC system isdetermined to be degraded. In particular, coolant flow is decreased tosave pump electrical power. Since the AC system is determined to bedegraded, the cooling by the AC has no effect from the reduced pumpoutput. In particular, AC performance is not adversely affected by areduced pump output.

Turning now to FIG. 8, an example method 800 is shown for adjustingcoolant flow through a TOC. The method improves transmission oil coolingand reduces the likelihood of coolant boiling. In one example, themethod of FIG. 8 may be performed as part of the method of FIG. 5, suchas at 506.

At 802, it may be determined if the conditions are met for generatingexcess heat at the torque converter. As such, the torque converter (TC)is a viscous coupling device that exchanges fluid inertia to transfertorque between the engine and the transmission. As a result, it cangenerate significant amounts of heat. During selected conditions, suchas when the engine is being brake torqued (that is, both a brake pedaland an accelerator pedal are applied by an operator simultaneously), orwhen the vehicle is holding a grade with little to no vehicle speed(wherein the grade is being held because the operator accelerator pedalis applied), the TC may be slipping and may be unable to lock-up becauseof a lack of speed. During these conditions, the temperature of oilcoming out of the TC may be significantly higher than that of the oil atthe sump. In particular, the oil entering the TOC may be significantlyhigher than the sump temperature because of the long time constantassociated with the whole mass of the transmission. If the coolant flowthrough the TOC is adjusted based on the TOT estimated at the sump, theprovided coolant flow may be lower than the required coolant flow,causing coolant to boil over. In addition to degrading the transmission,the coolant boiling over can also cause degradation of all enginecomponents sharing coolant with the transmission via the coolant loop,such as the AC system, the charge air cooler, the cylinder head, etc.

If the TC slip/heat generation conditions are confirmed, at 804, thetransmission oil temperature at the TC outlet may be inferred. Forexample, the TC outlet temperature may be inferred based on thetransmission sump temperature and the recent history of thetransmission. Further, the TC outlet temperature may be determined basedon torque converter slip ratio (output rpm relative to input rpm of TC).In addition, at 806, the proportioning of coolant flow through the TOC(relative to the AC and the CAC) may be adjusted based on the TC outlettemperature. The proportioning may be further adjusted based on a slipratio across the TC and an engine speed. Since the TOC is in parallel tothe AC and CAC proportioned branches, the maximum flow rate may beadjusted to be the greater of the flow to the TOC branch or the sum ofthe AC and CAC branches.

If the TC slip/heat generation conditions are not confirmed, at 808, thetransmission oil temperature at the sump may be inferred and/orestimated and/or measured. For example, the TOT at the sump may bemeasured by a temperature sensor coupled to the sump. In addition, at810, the proportioning of coolant flow through the TOC (relative to theAC and the CAC) may be adjusted based on the sump temperature. As anexample, the vehicle may be stopped due to the brake being applied(brake torqueing) or the vehicle may be on a grade or towing a largertrailer, or there may be any other condition due to which the vehicle isotherwise resisted. While the vehicle is resisted, the driver may bedemanding substantial torque or power and the transmission torqueconverter may be open, such that substantially all the power of theengine is generating heat. During these conditions, the CAC cooling loadmay be small and the AC cooling load may be small but the transmissioncooling load may be high (e.g., higher than a limit, such as criticallyhigh). During these conditions, full pump cooling may be required. Evenif the full pump cooling results in overcooling of the AC and the CACwith a small penalty on fuel efficiency, such penalties may beacceptable to provide the requested transmission cooling. In this way,adjusting the coolant distribution through a TOC based on torqueconverter conditions, including a TC slip ratio, coolant boiling may bebetter averted.

Turning now to FIGS. 9-12, example adjustments to the flow of coolantthrough distinct components of an engine coolant loop during differentmodes of operation of the coolant system.

Turning first to FIG. 9, map 900 depicts an example transition from acondensation control mode of coolant system operation to a continuouscontrol mode of coolant system operation. Map 900 depicts the setting ofthe proportioning valve at plot 902, coolant pump output at plot 904,coolant flow through the CAC loop (CAC_flow) at plot 906, coolant flowthrough the AC loop (AC_flow) at plot 908, coolant flow through the TOC(TOC flow) at plot 910, and cabin cooling demand at plot 912. All plotsare depicted over time.

Prior to t1, the coolant system is operating in the condensation controlmode in response to certain intake air conditions, such as high humiditywhere condensation can form if the intake air in the CAC is overcooled.To reduce the side effects, such as water buildup and potential hardwaredamage issues, condensation control mode is used to minimize the coolantflow to the CAC. Therein the pump output and the valve setting isadjusted based on the higher cabin cooling demand and the lower CACcooling demand. In the depicted example, the desired coolant flow rateis provided by operating the coolant pump with a lower output whilesetting the valve opening to 100% so that a larger portion of thecoolant flow is directed through the AC loop.

At t1, in response to the conditions for condensation formation being nolonger present, the coolant system is transitioned to the continuouscontrol mode. Therein the pump output and the valve setting is adjustedbased on the increase in CAC cooling demand at the same cabin coolingdemand. In particular, the pump output is gradually raised while thevalve setting is gradually lowered (herein step-wise) so that acalibrated portion of the coolant flow is through the AC loop and aremainder of the coolant flow is through the CAC loop. In one example,the valve setting is lowered from 100% to 45%. In this way, flow isdiverted to both the CAC (e.g., 45%) and the AC (e.g., 55%). In analternate example, the calibrated ratio may include 35% of the flow tothe CAC and 65% of the flow to the AC. Still other calibrated ratios maybe possible based on the make and model of the vehicle or theconfiguration of the coolant system. In another example, the positionsand commands may be determined based on all the flow requirements ofcomponents and the inverse flow model described previously.

Turning now to FIG. 10, map 1000 depicts an example transition from anextreme split mode to a priority AC mode of coolant system operation.Map 1000 depicts the setting of the proportioning valve at plot 1002,coolant pump output at plot 1004, coolant flow through the CAC loop(CAC_flow) at plot 1006, coolant flow through the AC loop (AC_flow) atplot 1008, and cabin cooling demand at plot 1010. All plots are depictedover time.

Prior to t11, the coolant system is operating in the extreme split modein response to cooling demanded at both the AC and CAC loops. Thereinthe pump output and the valve setting is adjusted to provide acalibrated ratio of coolant flow through both the AC and CAC loops. Thecalibrated ratio, in the depicted example, includes a valve setting of45% opening that provides 45% of coolant flow through the CAC loop and55% of coolant flow through the AC loop. Also in the extreme split mode,the pump output is set to 100% (maximum output). The 100% valve positionrefers to 100% flow to the CAC.

At t11, in response to an increase in cabin cooling demand, the coolantsystem is transitioned to the priority AC mode to prioritize coolantflow to the AC loop. Using the inverse model, the pump and valvesettings are adjusted to provide the desired coolant flow through the ACloop. In particular, the pump output is maintained at 100% while thevalve setting is lowered, in the depicted example from 45% to 20%, sothat a larger portion of the coolant flow is directed through the ACloop and a smaller, remainder of the coolant flow is directed throughthe CAC loop. In this way, the cabin cooling demand from the customerfrom can be met. Turning now to FIG. 11, map 1100 depicts an exampletransition from the extreme split mode to a priority CAC mode of coolantsystem operation. Map 1100 depicts engine speed at plot 1101, thesetting of the proportioning valve at plot 1102, coolant pump output atplot 1104, coolant flow through the CAC loop (CAC_flow) at plot 1106,coolant flow through the AC loop (AC_flow) at plot 1108, and coolantflow through the TOC (TOC flow) at plot 1110. All plots are depictedover time.

Prior to t21, the coolant system is operating in the extreme split modein response to high cooling demands at both the AC and CAC loops.Therein the pump output and the valve setting are adjusted to provide acalibrated ratio of coolant flow through both the AC and CAC loops. Thecalibrated ratio, in the depicted example, includes a valve setting of45% opening that provides 45% of coolant flow through the CAC loop and55% of coolant flow through the AC loop. Also in the extreme split mode,the pump output is set to 100% (maximum output).

At t21, in response to an increase in engine speed, the coolant systemis transitioned to the priority CAC mode to prioritize coolant flow tothe CAC loop. Herein 100% flow indicates priority of coolant flow to theCAC. The increase in engine speed may be responsive to an increaseddemand for boost pressure such as due to vehicle acceleration, a tip-inevent, or an increase in driver demanded torque. Using the inversemodel, the pump and valve settings are adjusted to provide the desiredcoolant flow through the CAC loop. In particular, the pump output ismaintained at 100% while the valve setting is raised, in the depictedexample from 45% to 100%, so that a larger portion of the coolant flowis directed through the CAC loop and a smaller, remainder of the coolantflow is directed through the AC loop. In this way, cooling requirementsof the compressed intake air flowing through the CAC can be met.

Turning first to FIG. 12, map 1200 depicts an example transition from acontinuous control mode of coolant system operation to the extreme splitmode of coolant system operation. Map 1200 depicts the setting of theproportioning valve at plot 1202, coolant pump output at plot 1204,coolant flow through the CAC loop (CAC_flow) at plot 1206, coolant flowthrough the AC loop (AC_flow) at plot 1208, coolant flow through the TOC(TOC flow) at plot 1210, cabin cooling demand at plot 1212, and enginespeed at plot 1214. All plots are depicted over time.

Prior to t31, the coolant system is operating in the continuous controlmode in response to less than maximum cooling demand at both the AC andCAC loops, and varying engine operating conditions. Therein the pumpoutput and the valve setting is adjusted based on the varying cabincooling demand and CAC cooling demand, wherein during some conditionsthe CAC cooling demand may be increasing while the AC cooling demanddecreases, during other conditions the CAC cooling demand may bedecreasing while the AC cooling demand increases, and during still otherconditions, both the CAC cooling demand and the AC cooling demand may beincreasing or decreasing (while staying below maximum limits). In thedepicted example, the desired coolant flow rate is provided by operatingthe coolant pump with a continuously varying output (such as at oraround 45%, e.g., between 25% and 45%) while also continuously varyingthe valve setting (such as at or around 45%, e.g., between 25% and 45%).

At t31, in response to an increase in both the cabin cooling demand andthe engine speed, the coolant system is transitioned to the extremesplit mode. The increase in engine speed may be responsive to anincreased demand for boost pressure such as due to vehicle acceleration,a tip-in event, or an increase in driver demanded torque. The increasein cabin cooling demand may be responsive to an increase in ambienttemperature. In particular, responsive to the increase in both the CACand AC cooling demand, the pump output is raised while the valve settingis also changed and fixed, for example raised, so that a predefinedcalibrated portion of the coolant flow is through the AC loop. In thedepicted example, the valve setting is raised to 45% while the pumpoutput is raised to 100% (maximum output). In an alternate example, thevalue may be lowered. In this way, both the CAC and AC condenser coolingdemands are met as best as possible. In this way, coolant may be flowedthrough each of a CAC, an AC condenser and a transmission oil cooler,with the flow apportioned based on cooling demands. By adjusting theflow responsive to AC head pressure (instead of temperature), a moreprompt response to changes in cooling demand can be provided, improvingcooling response times. In addition, changes between the actual AC headpressure and an expected pressure can be advantageously used to betterestimate AC efficiency and stress. By using the same head pressure forAC clutch control, the need for additional sensors is reduced. Bysharing the coolant between the various components requiring cooling,the need for additional radiators and fans is reduced, providingcomponent reduction benefits. By adjusting the coolant distributionthrough a TOC based on torque converter conditions, including a TC slipratio, coolant boiling may be better averted. In addition, the packagingspace in the under-hood area is improved. Further, by improving the ACcooling through use of the coolant, the AC condenser may be moved awayfrom a front end of the vehicle, reducing warranty issues. Bycorrelating errors in AC head pressure with changes in AC compressorfunction, degradation of an AC system due to compressor issues may bebetter distinguished from those due to low refrigerant levels, allowingfor appropriate mitigating actions to be performed. Overall, enginecooling performance for multiple coolant requiring components may beenhanced with an improvement in fuel economy. One example method foroperating a vehicle air conditioning system comprises: adjusting, via apump and a proportioning valve coupled to each of a charge air coolerand an air conditioner condenser, a flow of coolant through thecondenser in which refrigerant different from the coolant flows, theadjusting in response to a charge air cooler coolant temperature and anactual head pressure of an air conditioner compressor. In the precedingexample, additionally or optionally, adjusting in response to thereference head pressure includes adjusting in response to a differencebetween the actual head pressure and a reference head pressure, the flowof coolant through the condenser increased as the actual head pressureexceeds the reference head pressure. In any or all of the precedingexamples, additionally or optionally, the reference head pressure ismodeled via a two-dimensional map, the map stored as a function of thecoolant temperature and coolant flow rate. In any or all of thepreceding examples, additionally or optionally, the actual head pressureincludes a pressure at a location downstream of the AC compressor andupstream of each of an expansion valve and the condenser in arefrigerant circuit coupled to the AC system. In any or all of thepreceding examples, additionally or optionally, the pump and theproportioning valve are selectively coupled to a coolant circuit of theAC system, each of the coolant circuit and the refrigerant circuitcoupled to the condenser. In any or all of the preceding examples,additionally or optionally, the adjusting is further in response to atemperature of oil in a transmission cooler circuit, the transmissioncooler circuit coupled to the coolant circuit at a transmission cooler,the transmission cooler located upstream of the proportioning valve anddownstream of the pump, the transmission cooler further coupled to anengine coolant circuit distinct from the coolant circuit of the ACsystem. In any or all of the preceding examples, additionally oroptionally, the adjusting includes, as the temperature of oil in thetransmission cooler circuit increases, increasing an output of the pumpto increase coolant flow to the condenser through the transmissioncooler, wherein the increase in oil temperature is responsive toincreased torque converter slip. In any or all of the precedingexamples, additionally or optionally, the adjusting includes, for agiven cabin cooling demand, maintaining or decreasing flow through thecondenser while increasing flow through the charge air cooler as thecharge air temperature increases, and increasing flow through thecondenser while maintaining or decreasing flow through the charge aircooler as the actual head pressure exceeds a reference head pressure. Inany or all of the preceding examples, additionally or optionally, theadjusting includes, responsive to each of the actual AC head pressureand the charge air temperature exceeding respective thresholds,increasing an output of the pump to an upper limit while setting theproportioning valve to a position that provides a calibrated fixed ratioof coolant flow through the condenser relative to the charge air cooler.In any or all of the preceding examples, additionally or optionally, theadjusting includes feed-forward selecting a pump and proportioning valvesetting that provides a coolant flow rate determined as a function ofthe charge air cooler coolant temperature, and feedback adjusting thepump and proportioning valve setting based on an error between theactual head pressure and a reference head pressure, the reference headpressure determined as another function of the coolant temperature.

Another example method for a vehicle comprises: flowing refrigerantthrough a refrigerant circuit including an air-conditioning (AC)condenser; flowing coolant through a first branch of a coolant circuitincluding the condenser, and through a second branch of the coolantcircuit including a charge air cooler (CAC), wherein coolant flowthrough the first branch relative to the second branch is adjusted basedon an AC head pressure in the refrigerant circuit, a coolant temperaturein the coolant circuit, and a CAC cooling demand. In any or all of thepreceding examples, additionally or optionally, the first and secondbranch are located downstream of each of a coolant pump, and aproportioning valve, and wherein the first and second branch areparallel to a transmission oil cooler. In any or all of the precedingexamples, additionally or optionally, coolant flow through the firstbranch relative to the second branch is adjusted via adjustments to apump output and a position of the proportioning valve. In any or all ofthe preceding examples, additionally or optionally, the refrigerantcircuit includes an AC compressor, a thermal expansion valve, an ACclutch, the condenser, and an AC evaporator, and wherein the headpressure in the refrigerant circuit is based on a position of the ACclutch, a temperature of the AC condenser, a position of the thermalexpansion valve, and vehicle cabin cooling demand. In any or all of thepreceding examples, additionally or optionally, the coolant flow throughthe first branch relative to the second branch is further based on atransmission oil temperature of oil circulating through the transmissionoil cooler. In any or all of the preceding examples, additionally oroptionally, the adjusting includes operating with an initial setting ofthe pump output and the proportional valve position based the coolanttemperature, and then transitioning from the initial setting to a finalsetting of the pump output and the proportional valve position based onthe AC head pressure relative to a reference AC head pressure, thereference AC head pressure modeled as a two-dimensional function ofcoolant temperature, coolant flow rate, and change in CAC coolingdemand.

Another example vehicle system comprises: a vehicle cabin; an airconditioning (AC) system including an evaporator and a condenser forcooling cabin air; a boosted engine system including an engine, and aturbocharger compressor coupled upstream of a charge air cooler (CAC); arefrigerant circuit circulating refrigerant through the condenser, thecircuit including a pressure sensor; a first coolant circuit circulatingcoolant through each of the condenser, the CAC, and a transmission oilcooler (TOC), the first coolant circuit including an electric pump, aproportioning valve, and a temperature sensor; and a second coolantcircuit circulating coolant through each of the engine, an exhaustmanifold cooler, and the TOC, the second coolant circuit including amechanical pump. In any or all of the preceding examples, additionallyor optionally, the refrigerant circuit is coupled to the first coolantcircuit at the condenser, wherein the first coolant circuit is coupledto the second coolant circuit at the TOC, the TOC receiving oil from atorque converter outlet, and wherein the condenser is coupled to a firstbranch of the first coolant circuit downstream of the proportioningvalve, and the CAC is coupled to a second branch of the first coolantcircuit downstream of the proportioning valve, the first branch distinctfrom and parallel to the second branch. In any or all of the precedingexamples, additionally or optionally, the system further comprises acontroller with computer readable instructions stored on non-transitorymemory for: selecting a mode of operation based on an AC cooling demandrelative to a CAC cooling demand, the AC cooling demand based onoperator requested cabin cooling, the CAC cooling demand based onoperator requested torque; and responsive to the selected mode ofoperation, operating the pump with an output and the proportioning valvedetermined as a function of CAC cooling demand in the first coolantcircuit and AC head pressure in the refrigerant circuit. In any or allof the preceding examples, additionally or optionally, the controllerincludes further instructions for: responsive to an increase in one ofthe AC cooling demand and the CAC cooling demand, increasing the pumpoutput towards a threshold output and setting the proportioning valve toa position to provide a variable ratio of coolant flow through the firstbranch relative to the second branch that is a function of the ACcooling demand relative to the CAC cooling demand; and responsive to anincrease in each of the AC cooling demand and the CAC cooling demand,increasing the pump output to the threshold output and setting theproportioning valve to a position to provide a fixed ratio of coolantflow through the first branch relative to the second branch.

An example method for operating a vehicle air conditioning systemcomprises: in response to each of a cabin cooling demand and a chargeair cooler (CAC) cooling demand being higher than a threshold, adjustingcoolant flow through each of an air-conditioning (AC) condenser and acharge air cooler (CAC) of a coolant circuit, in parallel, to meet theCAC cooling demand and cabin cooling demand, the coolant flow adjustedbased on an AC head pressure and further based on CAC charge air outlettemperature. In any or all of the preceding examples, additionally oroptionally, the adjusting includes adjusting the coolant flow viaadjustments to a proportioning valve positioned upstream of each of theAC condenser and the CAC cooler. In any or all of the precedingexamples, additionally or optionally, the adjusting further includesadjusting the coolant flow via adjustments to an output of a coolantpump pumping the coolant through each of the AC condenser, and CACcooler via the proportioning valve. In any or all of the precedingexamples, additionally or optionally, the adjusting is performed tomaintain an AC head pressure of the AC condenser at a target pressure.In any or all of the preceding examples, additionally or optionally, atarget coolant flow rate through the condenser is modeled via atwo-dimensional map stored as a function of a CAC coolant temperatureand the AC head pressure. In any or all of the preceding examples,additionally or optionally, the AC condenser is coupled to a refrigerantcircuit including an AC compressor, an AC clutch, and a thermalexpansion valve, and wherein the head pressure is estimated downstreamof the AC compressor and upstream of the thermal expansion valve in therefrigerant circuit. In any or all of the preceding examples,additionally or optionally, the method further comprises: in response tothe AC head pressure exceeding a threshold pressure, maintaining the ACclutch engaged and increasing the pump output; and in response to the AChead pressure continuing to exceed the threshold pressure afterincreasing the pump output, disengaging the AC clutch. In any or all ofthe preceding examples, additionally or optionally, the pump and theproportioning valve are selectively coupled to the coolant circuit andwherein each of the coolant circuit and the refrigerant circuit arecoupled to the condenser. In any or all of the preceding examples,additionally or optionally, the coolant flow is further adjusted inresponse to a temperature of oil in a transmission cooler circuit, thetransmission cooler circuit coupled to the coolant circuit at atransmission cooler, the transmission cooler located upstream of theproportioning valve and downstream of the pump. In any or all of thepreceding examples, additionally or optionally, the adjusting includes,as the temperature of oil in the transmission cooler circuit increases,increasing an output of the pump, wherein the increase in oiltemperature is responsive to increased torque converter slip.

Another example method comprises: during a first condition, when coolingdemand at an air-conditioning (AC) condenser is lower than a lowerthreshold, adjusting an output of a coolant pump and a position of aproportioning valve of a coolant circuit to flow coolant through thecondenser at a first, fixed flow rate while flowing coolant through acharge air cooler (CAC) at a second, variable flow rate that is based onCAC cooling demand; and during a second condition, when cooling demandat the condenser is higher than a higher threshold, adjusting the outputof the coolant pump and the position of the proportioning valve to flowcoolant through the CAC at a third, fixed flow rate while flowingcoolant through the condenser at a fourth, variable flow rate that isbased on cabin cooling demand. In any or all of the preceding examples,additionally or optionally, during the second condition, the output ofthe coolant pump is increased to an upper limit, and wherein during thefirst condition, the output of the coolant pump is lower than the upperlimit. In any or all of the preceding examples, additionally oroptionally, during the first condition, the second variable flow rate ismapped as a function of AC head pressure and coolant temperature andwherein during the second condition, the fourth variable flow rate ismapped as a function of AC head pressure and coolant temperature. In anyor all of the preceding examples, additionally or optionally, thecoolant circuit further includes a transmission oil cooler (TOC)parallel to the condenser and the CAC, each coupled to distinct branchesof the coolant circuit downstream of the proportioning valve, thecoolant circuit coupled to a refrigerant circuit at the condenser, thecoolant circuit coupled to a transmission oil circuit at the TOC, andwherein the AC head pressure is estimated at the refrigerant circuit andthe coolant temperature is estimated at the coolant circuit. In any orall of the preceding examples, additionally or optionally, during thefirst condition, the second variable flow rate is further adjusted basedon a transmission oil temperature of the TOC and wherein during thesecond condition, the fourth variable flow rate is further adjustedbased on the transmission oil temperature of the TOC. In any or all ofthe preceding examples, additionally or optionally, the transmission oiltemperature is an estimated temperature estimated via a temperaturesensor coupled to an oil sump when torque converter slip is lower, andwherein the transmission oil temperature is a modeled temperaturemodeled based on torque converter temperature change when torqueconverter slip is higher.

Another example vehicle system comprises: a vehicle cabin; an airconditioning (AC) system including an evaporator and condenser forcooling cabin air; a boosted engine system including an engine, and aturbocharger compressor coupled upstream of a charge air cooler (CAC); arefrigerant circuit circulating refrigerant through the condenser, thecircuit including a pressure sensor; a first coolant circuit circulatingcoolant through each of the condenser, the CAC, and a transmission oilcooler (TOC), the first coolant circuit including an electric pump, aproportioning valve, and a temperature sensor; and a second coolantcircuit circulating coolant through each of the engine, an exhaustmanifold cooler, and the TOC, the second coolant circuit including amechanical pump; and a controller including computer readableinstructions for: in response to a cabin cooling demand, estimating abase coolant flow rate through the condenser based on coolanttemperature; estimating a corrective coolant flow rate based on anactual AC head pressure relative to a reference AC head pressure, thereference AC head pressure determined as a function of the coolanttemperature; adding the corrective coolant flow rate to the base coolantflow rate to determine a net coolant flow rate through the AC condenser;and actuating the pump and the proportioning valve to provide the netcoolant flow rate through the AC condenser. In any or all of thepreceding examples, additionally or optionally, the controller includesfurther instructions for: in response to no cabin cooling demand,estimating the base coolant flow rate through the condenser based oncoolant temperature relative to ambient temperature; and actuating thepump and the proportioning valve to provide the base coolant flow ratethrough the AC condenser. In any or all of the preceding examples,additionally or optionally, the controller includes further instructionsfor: in response to a concurrent engine cooling demand, estimating abase coolant flow rate through the CAC based on coolant temperature; andadjusting an output of the pump and a position of the proportioningvalve to provide the base coolant flow rate through the CAC whilemaintaining the net coolant flow rate through the AC condenser. In anyor all of the preceding examples, additionally or optionally, thecontroller includes further instructions for: in response to each of thecabin cooling demand and the engine cooling demand exceeding athreshold, increasing the output of the pump to an upper limit andsetting the position of the proportioning valve to a position thatprovides a fixed calibrated ratio of coolant flow through the condenserrelative to the CAC, the fixed calibrated ratio independent of the ACcooling demand relative to the engine cooling demand.

An example method for a vehicle system comprises: estimating a requestedcoolant flow rate through a coolant circuit based on a cooling demand ateach of an air-conditioning condenser, a charge air cooler (CAC) and atransmission oil cooler (TOC) of the coolant circuit; estimating aneffective flow resistance through the coolant circuit based on aposition of a first valve coupled to the condenser and the CAC, and asecond valve coupled to the TOC; and adjusting a coolant pump outputbased on the estimated flow resistance to provide the requested coolantflow rate. In any or all of the preceding examples, additionally oroptionally, the first valve is a three-way proportioning valveconfigured to apportion coolant between a first branch of the coolantcircuit including the condenser, and a second branch of the coolingcircuit including the CAC, the second branch arranged in parallel to thefirst branch. In any or all of the preceding examples, additionally oroptionally, the second valve is coupled to a third branch of the coolantcircuit including the TOC, the third branch parallel to, and bypassing,each of the first and the second branch. In any or all of the precedingexamples, additionally or optionally, the coolant circuit is coupled toa transmission oil circuit at the TOC, the transmission oil circuitincluding a transmission torque converter, and wherein the coolantcircuit is coupled to a refrigerant circuit of an air-conditioningsystem at the condenser. In any or all of the preceding examples,additionally or optionally, the method further comprises, opening thesecond valve in response to a higher than threshold transmission torqueconverter slip ratio and closing the second valve in response to a lowerthan threshold transmission torque converter slip ratio, wherein theeffective flow resistance through the coolant circuit is higher when thesecond valve is closed, and the effective flow resistance is lower whenthe second valve is open. In any or all of the preceding examples,additionally or optionally, estimating the requested coolant flow rateincludes mapping the coolant flow rate as a function of coolanttemperature at an outlet of a low temperature radiator and an AC headpressure in the refrigerant circuit. In any or all of the precedingexamples, additionally or optionally, adjusting the coolant pump outputincludes adjusting the coolant pump output between a lower limit and ahigher limit, the lower limit enabling at least some coolant flowthrough the condenser in the absence cooling demand at the condenser. Inany or all of the preceding examples, additionally or optionally, themethod further comprises: assigning a priority status to one of firstbranch and the second branch based on the cooling demand at thecondenser relative to the cooling demand at the CAC. In any or all ofthe preceding examples, additionally or optionally, the method furthercomprises, when the coolant pump output is at the lower limit, adjustingthe first valve to provide a coolant flow that meets the cooling demandof one of the first branch and the second branch having higher prioritystatus while diverting excess coolant flow to the other of the firstbranch and the second branch having lower priority status. In any or allof the preceding examples, additionally or optionally, the methodfurther comprises, when the coolant pump output is at the higher limit,adjusting the first valve to provide a coolant flow that meets thecooling demand of one of the first branch and the second branch havinghigher priority status while diverting excess coolant flow to the otherof the first branch and the second branch having lower priority status.In any or all of the preceding examples, additionally or optionally, themethod further comprises, when the coolant pump output is at the higherlimit, adjusting the first valve to provide a fixed ratio of coolantflow through the first branch and the second branch when the firstbranch and the second have equal priority status.

Another example method for a vehicle air-conditioning (AC) systemcomprises: estimating a cooling demand at each of an air-conditioningcondenser and a charge air cooler (CAC) coupled to distinct branches ofa coolant circuit; estimating an overall coolant flow rate through thecoolant circuit and a ratio of coolant flow through the distinctbranches based on the cooling demand; as the estimated cooling demandincreases up to a limit, adjusting each of a coolant pump output and aposition of a valve proportioning coolant flow between the distinctbranches to vary the ratio as a function of AC head pressure and aproportion of flow demanded via the condenser relative to the CAC; andas the estimated cooling demand increases beyond the limit, operatingthe coolant pump at a maximal output and adjusting the position of thevalve to maintain a predetermined ratio of coolant flow between thedistinct branches. In any or all of the preceding examples, additionallyor optionally, the valve is a three-way valve proportioning coolant flowbetween a first branch of the coolant circuit including the CAC, and asecond branch of the cooling circuit including the condenser, the secondbranch arranged in parallel to the first branch. In any or all of thepreceding examples, additionally or optionally, estimating the coolingdemand includes estimating the cooling demand at the air-conditioningcondenser based on each of operator cabin cooling demand, ambienttemperature, and ambient humidity, and estimating the cooling demand atthe CAC based on operator torque demand and manifold charge temperature.In any or all of the preceding examples, additionally or optionally, theAC condenser is further coupled to a refrigerant circuit different fromthe coolant circuit, the refrigerant circuit including a thermalexpansion valve, an AC compressor, and an AC clutch, and wherein the AChead pressure is estimated at the refrigerant circuit. In any or all ofthe preceding examples, additionally or optionally, varying the ratio asa function of AC head pressure includes increasing the ratio of coolantflow through the second branch including the AC condenser as the AC headpressure estimated at the refrigerant circuit exceeds a reference AChead pressure, the reference AC head pressure mapped as a function ofcoolant flow rate and coolant temperature at an outlet of a lowtemperature radiator fluidically coupled to the CAC.

Another example vehicle system comprises: a vehicle cabin; an airconditioning (AC) system including a condenser for cooling cabin air; aboosted engine system including an engine, and a turbocharger compressorcoupled upstream of a charge air cooler (CAC); a refrigerant circuitcirculating refrigerant through the condenser, the circuit including apressure sensor; a coolant circuit circulating coolant through each ofthe condenser, the CAC, and a transmission oil cooler (TOC), the coolantcircuit including an electric pump, a proportioning valve, and atemperature sensor; and a controller including computer readableinstructions for: mapping a target coolant flow rate through thecondenser based on coolant temperature as a cabin cooling demand changesbetween a lower limit and an upper limit; adjusting an output of thepump based on the estimated coolant flow rate; and adjusting theposition of the valve based on an actual AC head pressure estimated atthe refrigerant circuit relative to a reference AC head pressure mappedbased on the coolant temperature. In any or all of the precedingexamples, additionally or optionally, the controller includes furtherinstructions for: as the cabin cooling demand falls below the lowerlimit, adjusting the position of the valve to maintain a lower thresholdcoolant flow rate through the condenser; and as the cabin cooling demandexceeds the upper limit, adjusting the position of the valve to maintainthe lower threshold coolant flow rate through the CAC. In any or all ofthe preceding examples, additionally or optionally, the controllerincludes further instructions for: in response to each of the cabincooling and an engine cooling demand exceeding the upper limit,increasing the output of the pump while adjusting the position of thevalve to maintain a fixed ratio of coolant flow rate through thecondenser relative to the CAC. In any or all of the preceding examples,additionally or optionally, the controller includes further instructionsfor: mapping the target coolant flow rate through the condenser as afirst function of the coolant temperature; and mapping the reference AChead pressure as a second, different function of the coolanttemperature.

An example method for operating a vehicle air conditioning system,comprises: estimating a target coolant flow rate through a coolantcircuit based on a cooling demand at each of an air-conditioningcondenser, a charge air cooler (CAC) and a transmission oil cooler (TOC)of the coolant circuit; modeling a reference air-conditioning (AC) headpressure in a refrigerant circuit coupled to the condenser based on eachof the target coolant flow rate and a coolant temperature; indicatingdegradation of the refrigerant circuit responsive to the reference AChead pressure relative to an actual AC head pressure; and in response tothe indication, adjusting a ratio of coolant flow through the condenserrelative to the CAC. In any or all of the preceding examples,additionally or optionally, the indicating includes indicating elevatedcondenser stress when the actual AC head pressure exceeds the referenceAC head pressure. In any or all of the preceding examples, additionallyor optionally, adjusting the ratio includes, responsive to theindication of elevated condenser stress, increasing coolant flow throughthe condenser. In any or all of the preceding examples, additionally oroptionally, the method further comprises, when the actual AC headpressure is below the reference AC head pressure, integrating an errorbetween the actual AC head pressure and the reference AC head pressureover a duration, and indicating degradation of the refrigerant circuitbased on the integrated error. In any or all of the preceding examples,additionally or optionally, the indicating includes indicatingrefrigerant circuit obstruction when the integrated error is higher thana first threshold error and indicating refrigerant circuit leakage whenthe integrated error is higher than a second threshold error and lowerthan the first threshold error. In any or all of the preceding examples,additionally or optionally, adjusting the ratio includes, responsive tothe indication of refrigerant circuit obstruction, decreasing coolantflow through the condenser while increasing coolant flow through theCAC, and responsive to the indication of refrigerant circuit leakage,increasing coolant flow through the condenser while maintaining ordecreasing coolant flow through the CAC. In any or all of the precedingexamples, additionally or optionally, the coolant circuit includes afirst branch including the condenser, a second branch including the CAC,the second branch arranged in parallel to the first branch, and whereinincreasing coolant flow through the condenser includes biasing aproportioning valve coupled upstream of the first and second branchtowards the first branch, and wherein decreasing coolant flow throughthe condenser includes biasing the proportioning valve towards thesecond branch. In any or all of the preceding examples, additionally oroptionally, the estimated target coolant flow rate is increased as oneor more of the cooling demand of the air-conditioning condenserincreases responsive to an operator cabin cooling demand, the coolingdemand of the CAC increases responsive to an operator torque demand, andas the cooling demand of the TOC increases responsive to transmissiontorque converter slippage. In any or all of the preceding examples,additionally or optionally, the method further comprises, distinguishingrefrigerant circuit degradation due to obstruction from degradation dueto leakage based on a magnitude and direction of error between thereference AC head pressure and the actual AC head pressure. In any orall of the preceding examples, additionally or optionally, the coolantcircuit is coupled to the refrigerant circuit at the condenser.

Another example method comprises: during a first condition, inferring alower than threshold level of refrigerant at an AC refrigerant circuitbased on an actual head pressure at an AC condenser being lower than anexpected head pressure, the expected head pressure based on a flow rateand temperature of coolant flowing through a coolant circuit, distinctfrom the refrigerant circuit, coupled to the AC condenser; and during asecond condition, inferring an obstruction in the AC refrigerant circuitbased on an the actual head pressure at the AC condenser being lowerthan the expected head pressure. In any or all of the precedingexamples, additionally or optionally, the expected head pressure basedon the flow rate of coolant flowing through the coolant circuit includesbased on the flow rate of coolant flowing through each of the condenserand a charge air cooler (CAC) in parallel, and further based on acoolant temperature at an outlet of a low temperature radiatorfluidically coupled to the CAC. In any or all of the preceding examples,additionally or optionally, during the first condition, an integratederror between the actual head pressure and the expected head pressure,over a duration, is lower than a threshold, and during the secondcondition, the integrated error is higher than the threshold. In any orall of the preceding examples, additionally or optionally, the methodfurther comprises, during the first condition, in response to the lowerthan threshold refrigerant level, increasing coolant flow through thecondenser, and during the second condition, in response to theobstruction, decreasing coolant flow through the condenser. In any orall of the preceding examples, additionally or optionally, the methodfurther comprises, during the first condition, setting a diagnostic codeto request an operator to refill refrigerant, and during the secondcondition, setting a diagnostic code to request an operator to replace arefrigerant pipe. In any or all of the preceding examples, additionallyor optionally, increasing coolant flow through the condenser includesadjusting a proportioning valve of the coolant circuit to bias coolantflow through the condenser, and wherein decreasing coolant flow throughthe condenser includes adjusting the proportioning valve to bias coolantflow through the CAC. In any or all of the preceding examples,additionally or optionally, the method further comprises, during a thirdcondition, inferring elevated pumping work at the condenser based on anactual head pressure at the condenser being higher than the expectedhead pressure, and responsive to the inferring, increasing coolant flowthrough the condenser.

Another example vehicle system comprises: a vehicle cabin; an airconditioning (AC) system including an evaporator for cooling cabin air;a boosted engine system including an engine, and a turbochargercompressor coupled upstream of a charge air cooler (CAC); a refrigerantcircuit circulating refrigerant through the condenser, the circuitincluding a pressure sensor; a coolant circuit circulating coolantthrough each of the condenser, the CAC, and a transmission oil cooler(TOC), the coolant circuit including an electric pump, a proportioningvalve, and a temperature sensor; and a controller including computerreadable instructions for: mapping each of a target coolant flow ratethrough the condenser and a reference AC head pressure at therefrigerant circuit based on coolant temperature as a cooling demand ofcoolant circuit components changes; adjusting an output of the pumpbased on the estimated coolant flow rate; indicating degradation of therefrigerant circuit based on an error between an actual head pressureand the reference head pressure; and adjusting a position of the valvebased on the indication. In any or all of the preceding examples,additionally or optionally, the indicating includes: when the actualhead pressure is higher than the reference head pressure, indicatingcondenser stress and biasing the valve position towards the condenser;when the actual head pressure is lower than the reference head pressureand an integrated error is smaller, indicating refrigerant line leakageand biasing the valve position towards the condenser; and when theactual head pressure is lower than the reference head pressure and theintegrated error is larger, indicating refrigerant line obstruction andbiasing the valve position towards the CAC. In any or all of thepreceding examples, additionally or optionally, the controller includesfurther instructions for: mapping the target coolant flow rate throughthe condenser as a first function of the coolant temperature; andmapping the reference AC head pressure as a second, different functionof the coolant temperature.

An example method comprises: adjusting flow of coolant through each ofan air-conditioning condenser, a charge air cooler (CAC), and atransmission oil cooler (TOC) of a coolant circuit to maintain anestimated transmission oil temperature (TOT) below a threshold, the TOTestimated based on a torque converter slip ratio. In any or all of thepreceding examples, additionally or optionally, the adjusting includesflowing coolant through the condenser, CAC, and TOT at a coolant flowrate mapped as a function of coolant temperature, AC head pressure, CACcooling demand, and TOT. In any or all of the preceding examples,additionally or optionally, the adjusting includes adjusting an outputof an electric coolant pump to flow coolant at the coolant flow rate. Inany or all of the preceding examples, additionally or optionally, theproportioning valve is coupled upstream of a first branch of the coolantcircuit including the condenser, and a second branch of the coolingcircuit including the CAC, the second branch arranged in parallel to thefirst branch. In any or all of the preceding examples, additionally oroptionally, the adjusting further includes adjusting the position of aproportioning valve configured to apportion coolant between thecondenser and the CAC, the position of the proportioning valve biasedtowards the condenser in the first branch as a TOT cooling demandexceeds coolant flow required in the first and second branch. In any orall of the preceding examples, additionally or optionally, the TOC iscoupled in a third branch of the coolant circuit, the third branchparallel to, and bypassing, each of the first and the second branch, thethird branch including a one-way valve. In any or all of the precedingexamples, additionally or optionally, the coolant circuit is coupled toa transmission oil circuit at the TOC, the transmission oil circuitincluding a transmission and a torque converter, and wherein the coolantcircuit is coupled to a refrigerant circuit of an air-conditioningsystem at the condenser. In any or all of the preceding examples,additionally or optionally, the position of the proportioning valve isfurther adjusted based on an estimated AC head pressure, estimated atthe refrigerant circuit, relative to a reference head pressure mappedbased as a function of coolant temperature, the proportioning valvebiased towards the condenser as the estimated AC head pressure exceedsthe reference head pressure. In any or all of the preceding examples,additionally or optionally, the method further comprises in response tothe estimated transmission oil temperature (TOT) exceeding thethreshold, opening the one-way valve, and in response to the estimatedtransmission oil temperature (TOT) falling below the threshold, closingthe one-way valve. In any or all of the preceding examples, additionallyor optionally, the estimated transmission oil temperature is increasedas the torque converter slip ratio increases.

Another example method for a vehicle system comprises: estimating afirst transmission oil temperature of a transmission oil circuit via atemperature sensor; estimating a second transmission oil temperature ofthe transmission oil circuit as a function of a torque converter slipratio; and adjusting coolant flow through a coolant circuit including atransmission oil cooler (TOC), an air-conditioning (AC) condenser, and acharge air cooler (CAC) based on a higher of the first and secondtransmission oil temperature. In any or all of the preceding examples,additionally or optionally, the first transmission oil temperature isindicative of oil temperature at an oil sump of the transmission oilcircuit and wherein the second transmission oil temperature isindicative of oil temperature at an outlet of a torque converter of thetransmission oil circuit. In any or all of the preceding examples,additionally or optionally, adjusting the coolant flow includesadjusting an output of an electric coolant pump of the coolant circuitto flow coolant at a target coolant flow rate, the target coolant flowrate mapped as a function of coolant temperature, AC head pressure, CACcooling demand, and TOT. In any or all of the preceding examples,additionally or optionally, the transmission oil circuit is coupled tothe coolant circuit at the TOC, the coolant circuit further coupled to arefrigerant circuit of an air-conditioning system at the condenser,wherein the AC head pressure is estimated at the refrigerant circuit. Inany or all of the preceding examples, additionally or optionally,adjusting the coolant flow further includes adjusting the position of aproportioning valve configured to apportion coolant between thecondenser and the CAC, the position of the proportioning valve biasedtowards one of the condenser and the CAC having lower cooling demand,wherein cooling demand at the condenser is based on cabin cooling demandand wherein cooling demand at the CAC is based on driver torque demand.In any or all of the preceding examples, additionally or optionally, thesecond transmission oil temperature is further estimated as a functionof engine speed and the first transmission oil temperature, theestimated second transmission oil temperature increased as one or moreof the engine speed, the torque converter slip ratio, and the estimatedfirst transmission oil temperature increases.

Another example vehicle system comprises: a vehicle cabin; an airconditioning (AC) system including a condenser, evaporator, andcompressor for cooling cabin air; a boosted engine system including anengine, and a turbocharger compressor coupled upstream of a charge aircooler (CAC); a refrigerant circuit circulating refrigerant through thecondenser, the circuit including a pressure sensor; an oil circuitcirculating oil drawn from a sump through each of a transmission, atorque converter, and a transmission oil cooler (TOC), the oil circuitincluding an oil temperature sensor and a transmission valve; a coolantcircuit circulating coolant through each of the condenser, CAC, and TOC,the coolant circuit including an electric pump, a proportioning valve,and a coolant temperature sensor; and a controller including computerreadable instructions for: when torque converter slip ratio is higherthan a threshold, opening the transmission valve to circulate coolantthrough the TOC, and adjusting an output of the pump to provide acoolant flow rate through the TOC that is mapped as a function of amodeled transmission oil temperature; and when torque converter slipratio is lower than the threshold, opening the transmission valve tocirculate coolant through the TOC, and adjusting the output of the pumpand the position of the proportioning valve to provide a coolant flowrate through the TOC that is mapped as a function of an estimatedtransmission oil temperature. In any or all of the preceding examples,additionally or optionally, the controller includes further instructionsfor: estimating the estimated transmission oil temperature via the oiltemperature sensor; and modeling the modeled transmission oiltemperature as a function of each of engine speed, torque converter slipratio, and the estimated transmission oil temperature. In any or all ofthe preceding examples, additionally or optionally, the adjustingincludes: as the estimated transmission oil temperature or the modeledtransmission oil temperature exceeds a threshold temperature, increasingan output of the pump; biasing the proportioning valve towards thecondenser when a CAC cooling demand exceeds a cabin cooling demand; andbiasing the proportioning valve towards the CAC when the cabin coolingdemand exceeds the CAC cooling demand. In any or all of the precedingexamples, additionally or optionally, the controller includes furtherinstructions for: closing the transmission valve to discontinue coolantflow through the TOC responsive to the estimated transmission oiltemperature or the modeled transmission oil temperature falling belowthe threshold temperature.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other engine hardware. The specificroutines described herein may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system, where thedescribed actions are carried out by executing the instructions in asystem including the various engine hardware components in combinationwith the electronic controller.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. A method for operating a vehicle airconditioning system via a controller, comprising: in response to ahigher than threshold cabin cooling demand and a higher than thresholdcharge air cooler cooling demand, the controller adjusting coolant flowthrough each of an air-conditioning condenser and a charge air cooler ofa coolant circuit, in parallel, to meet each cooling demand, the coolantflow adjusted based on an air-conditioning head pressure and furtherbased on charge air cooler charge air outlet temperature.
 2. The methodof claim 1, wherein the adjusting includes adjusting the coolant flowvia adjustments to a proportioning valve positioned upstream of each ofthe air-conditioning condenser and the charge air cooler.
 3. The methodof claim 2, wherein the adjusting further includes adjusting the coolantflow via adjustments to an output of a coolant pump pumping coolantthrough each of the air-conditioning condenser, and charge air coolervia the proportioning valve.
 4. The method of claim 1, wherein theadjusting is performed to maintain the air-conditioning head pressure ofthe air-conditioning condenser at a target pressure.
 5. The method ofclaim 1, wherein a target coolant flow rate through the air-conditioningcondenser is modeled via a two-dimensional map stored as a function of acharge air cooler coolant temperature and the air-conditioning headpressure.
 6. The method of claim 4, wherein the air-conditioningcondenser is coupled to a refrigerant circuit including anair-conditioning compressor, an air-conditioning clutch, and a thermalexpansion valve, and wherein the air-conditioning head pressure isestimated downstream of the air-conditioning compressor and upstream ofthe thermal expansion valve in the refrigerant circuit.
 7. The method ofclaim 6, further comprising: in response to the air-conditioning headpressure exceeding a threshold pressure, maintaining theair-conditioning clutch engaged and increasing a pump output; and inresponse to the air-conditioning head pressure continuing to exceed thethreshold pressure after increasing the pump output, disengaging theair-conditioning clutch.
 8. The method of claim 6, wherein the pump anda proportioning valve are selectively coupled to the coolant circuit andwherein each of the coolant circuit and the refrigerant circuit arecoupled to the air-conditioning condenser.
 9. The method of claim 8,wherein the coolant flow is further adjusted in response to atemperature of oil in a transmission cooler circuit, the transmissioncooler circuit coupled to the coolant circuit at a transmission cooler,the transmission cooler located upstream of the proportioning valve anddownstream of the pump.
 10. The method of claim 9, wherein the adjustingincludes, as the temperature of oil in the transmission cooler circuitincreases, increasing an output of the pump, wherein the increase in oiltemperature is responsive to increased torque converter slip.
 11. Amethod for a vehicle controller, comprising: during a first condition,when cooling demand at an air-conditioning condenser is lower than alower threshold, the vehicle controller adjusting an output of a coolantpump and a position of a proportioning valve of a coolant circuit toflow coolant through the air-conditioning condenser at a first, fixedflow rate while flowing coolant through a charge air cooler at a second,variable flow rate that is based on charge air cooler cooling demand;and during a second condition, when cooling demand at theair-conditioning condenser is higher than a higher threshold, thevehicle controller adjusting the output of the coolant pump and theposition of the proportioning valve to flow coolant through the chargeair cooler at a third, fixed flow rate while flowing coolant through theair-conditioning condenser at a fourth, variable flow rate that is basedon cabin cooling demand.
 12. The method of claim 11, wherein during thesecond condition, the output of the coolant pump is increased to anupper limit, and wherein during the first condition, the output of thecoolant pump is lower than the upper limit.
 13. The method of claim 11,wherein during the first condition, the second, variable flow rate ismapped as a function of air-conditioning head pressure and coolanttemperature and wherein during the second condition, the fourth,variable flow rate is mapped as a function of air-conditioning headpressure and coolant temperature.
 14. The method of claim 13, whereinthe coolant circuit further includes a transmission oil cooler parallelto the air-conditioning condenser and the charge air cooler, eachcoupled to distinct branches of the coolant circuit downstream of theproportioning valve, the coolant circuit coupled to a refrigerantcircuit at the air-conditioning condenser, the coolant circuit coupledto a transmission oil circuit at the transmission oil cooler, andwherein the air-conditioning head pressure is estimated at therefrigerant circuit and the coolant temperature is estimated at thecoolant circuit.
 15. The method of claim 14, wherein during the firstcondition, the second, variable flow rate is further adjusted based on atransmission oil temperature of the transmission oil cooler and whereinduring the second condition, the fourth, variable flow rate is furtheradjusted based on the transmission oil temperature of the transmissionoil cooler.
 16. The method of claim 15, wherein the transmission oiltemperature is an estimated temperature estimated via a temperaturesensor coupled to an oil sump when torque converter slip is lower, andwherein the transmission oil temperature is a modeled temperaturemodeled based on torque converter temperature change when torqueconverter slip is higher.
 17. A vehicle system, comprising: a vehiclecabin; an air-conditioning system including an evaporator and acondenser for cooling cabin air; a boosted engine system including anengine, and a turbocharger compressor coupled upstream of a charge aircooler; a refrigerant circuit circulating refrigerant through thecondenser, the refrigerant circuit including a pressure sensor; a firstcoolant circuit circulating coolant through each of the condenser, thecharge air cooler, and a transmission oil cooler, the first coolantcircuit including an electric pump, a proportioning valve, and atemperature sensor; and a second coolant circuit circulating coolantthrough each of the engine, an exhaust manifold cooler, and thetransmission oil cooler, the second coolant circuit including amechanical pump; and a controller including computer readableinstructions for: in response to a cabin cooling demand, estimating abase coolant flow rate through the condenser based on coolanttemperature; estimating a corrective coolant flow rate based on anactual air-conditioning head pressure relative to a referenceair-conditioning head pressure, the reference air-conditioning headpressure determined as a function of the coolant temperature; adding thecorrective coolant flow rate to the base coolant flow rate to determinea net coolant flow rate through the condenser; and actuating theelectric pump and the proportioning valve to provide the net coolantflow rate through the condenser.
 18. The system of claim 17, wherein thecontroller includes further instructions for: in response to no cabincooling demand, estimating the base coolant flow rate through thecondenser based on coolant temperature relative to ambient temperature;and actuating the electric pump and the proportioning valve to providethe base coolant flow rate through the condenser.
 19. The system ofclaim 17, wherein the controller includes further instructions for: inresponse to a concurrent engine cooling demand, estimating the basecoolant flow rate through the charge air cooler based on coolanttemperature; and adjusting an output of the electric pump and a positionof the proportioning valve to provide the base coolant flow rate throughthe charge air cooler while maintaining the net coolant flow ratethrough the condenser.
 20. The system of claim 19, wherein thecontroller includes further instructions for: in response to each of thecabin cooling demand and the engine cooling demand exceeding athreshold, increasing the output of the electric pump to an upper limitand setting the position of the proportioning valve to a position thatprovides a fixed calibrated ratio of coolant flow through the condenserrelative to the charge air cooler, the fixed calibrated ratioindependent of the cabin cooling demand relative to the engine coolingdemand.